A self-running device vehicle-mounted route navigation system and method

Abstract

This invention discloses an onboard route navigation system and method for self-propelled equipment. These are corresponding solutions. In these solutions: through a vehicle-to-ground cooperative architecture and 5G communication technology, real-time station information is directly transmitted to the self-propelled equipment, eliminating the delays of traditional manual transfers and improving the real-time nature of information acquisition. Furthermore, it significantly improves the operating mode of the self-propelled equipment, transforming it from a traditional blind operation mode relying on experience and memory to an open operation mode based on real-time information, greatly enhancing operational safety and efficiency. Simultaneously, through location-based intelligent data filtering technology, only station information relevant to the current location is pushed, reducing invalid data transmission and improving communication efficiency. In addition, through dynamic station map rendering technology, an intuitive visual navigation interface is provided to the driver, displaying key information such as station equipment status, train position, and route arrangement in real time, significantly improving the driver's situational awareness.

Description

Technical Field

[0001] This invention relates to the field of railway dispatching and command technology, and in particular to an onboard route navigation system and method for self-propelled equipment. Background Technology

[0002] With the rapid development of railway transportation and the advancement of digital transformation, self-propelled equipment, as an important piece of equipment for railway construction, maintenance, and repair, covers a wide range of complex track environments, including main lines, stations, and dedicated lines.

[0003] In the field of railway dispatching and command technology, TDCS (Train Dispatching and Command System) and CTC (Centralized Dispatching System) serve as the core systems for railway dispatching and command, monitoring the real-time status of all station signaling equipment, including key information such as track occupancy, turnout positioning, and signal display status. These systems can monitor train operation status and route arrangement in real time, providing crucial assurance for railway transportation safety.

[0004] 5G (fifth-generation mobile communication technology), as a new generation of mobile communication technology, features high bandwidth, low latency, and massive connectivity, providing a technological foundation for real-time vehicle-to-ground communication. In railway application scenarios, 5G private networks can meet the stringent requirements of railways for communication reliability and real-time performance.

[0005] In-vehicle navigation technology is relatively mature in the automotive field, but in-vehicle navigation in the railway environment faces different technical challenges, including complex track environments, strict safety requirements, and special needs such as real-time signal status monitoring.

[0006] Currently, the navigation systems on self-propelled vehicles mainly adopt the following two types of solutions.

[0007] Option 1: Traditional navigation of self-propelled locomotives relies primarily on a combination of radio communication and manual command. The specific implementation is as follows: Before operation, the station radio operator informs the driver of the operational requirements and signal availability. The driver communicates with the station dispatcher via radio to obtain information on the track conditions, signal displays, and route arrangements. After verifying the signal availability based on the dispatcher's verbal instructions, the driver proceeds with the operation according to the station's signal opening command. During operation, if track abnormalities are encountered or the status of the station yard needs to be understood, the driver must proactively inquire with the dispatcher via radio. The dispatcher, after checking the TDCS / CTC system, then relays the relevant information to the driver via voice. The entire information transmission process relies entirely on manual operation and voice communication. The core of this option is establishing a voice communication link between the station dispatcher and the locomotive driver, using manual relay to transmit real-time information from the TDCS / CTC system to the self-propelled locomotive driver.

[0008] The main drawbacks of the above scheme 1 are: (1) Difficulty in obtaining real-time information: Drivers cannot directly obtain real-time station information in the TDCS / CTC system and must manually transfer it through the dispatcher. Information transmission is delayed and cannot meet the real-time requirements; (2) Information transmission is prone to errors: Relying entirely on voice communication for information transmission makes it easy to make human errors such as mishearing and misunderstanding, especially in complex station environments where errors are more likely to occur when the amount of information is large; (3) Lack of visual display: Drivers can only obtain information through voice and cannot intuitively see key information such as station equipment status, train position, and route arrangement, which increases the difficulty of judgment and safety risks; (4) Insufficient dynamic update capability: When the line condition changes, the driver needs to actively ask to obtain updated information, which cannot realize automatic information push and real-time update.

[0009] Option 2: Navigation based on paper work orders and manual memory. This option mainly includes the following implementation process: Before operation, relevant departments prepare paper work orders for self-propelled vehicles, which contain static information such as the predetermined route, major station information, and estimated arrival time. During operation, the driver mainly relies on familiarity with the route and personal memory for navigation, combining the information on the paper work order to determine the driving route. When it is necessary to understand specific signal status or route conditions, the driver needs to visually observe the display status of on-site signal equipment and judge whether it is permissible based on personal experience. For complex station environments, the driver needs to rely on long-term accumulated work experience and familiarity with the route for navigation. The core of this option is to provide static route information to the driver in paper form, and the driver completes the navigation task based on personal ability and experience.

[0010] The main drawbacks of the above scheme 2 are: (1) Information update lag: Paper work orders can only provide static information and cannot reflect real-time changes in line conditions, temporary construction, changes in dispatch orders and other dynamic information; (2) Insufficient navigation accuracy: Navigation relies entirely on the driver's personal memory and experience, which can easily lead to route judgment errors in complex station environments, especially for drivers who are not familiar with the line; (3) Lack of intelligent assistance: It cannot provide intelligent navigation services similar to modern car navigation systems, and drivers are under heavy workload and are prone to making judgment errors due to fatigue or lack of concentration; (4) Weak emergency response capability: When encountering emergencies or temporary line changes, paper work orders cannot provide corresponding emergency navigation solutions, and drivers can only rely on personal experience or request assistance from dispatchers; (5) Inability to achieve collaborative operation: It is impossible to share information and collaborate with other trains or dispatch systems, which increases the risk of conflict and low work efficiency.

[0011] In addition, Reference 1, Chinese invention patent application CN120008591A, entitled "An Adaptive Tracking and Positioning Method for Engineering Vehicles," achieves real-time acquisition and transmission of multi-source data through an onboard sensor network, and combines Kalman filtering and adaptive particle filtering algorithms to achieve accurate tracking and positioning of engineering vehicles; Reference 2, Wu Yiyang, "Research on Key Technologies for Autonomous Navigation of Tooling System Transfer Vehicles," Master's Thesis, Chongqing University, May 1, 2022, achieves autonomous navigation through a combination of lidar and pipeline positioning technology. However, none of the above solutions can be applied to the navigation of self-propelled equipment.

[0012] In view of this, the present invention is hereby proposed. Summary of the Invention

[0013] The purpose of this invention is to provide a vehicle-mounted route navigation system and method for self-propelled equipment, which adopts a vehicle-ground cooperative architecture to realize a visual navigation service for self-propelled equipment.

[0014] The objective of this invention is achieved through the following technical solution:

[0015] A vehicle-mounted route navigation system for self-propelled equipment includes: vehicle-mounted equipment, a ground interface server, and a CTC query application server, wherein the CTC is a centralized scheduling system;

[0016] The onboard equipment communicates bidirectionally with the CTC query application server via a wireless communication network and a ground interface server. Based on the data obtained from this bidirectional communication, the onboard equipment displays train operation plans or station map navigation, including:

[0017] When the onboard device transmits the train information query request to the ground interface server through the wireless communication network, the ground interface server obtains the train operation plan of the corresponding train from the CTC query application server and transmits it to the onboard device through the wireless communication network. The onboard device then displays the information of the corresponding train and the train operation plan on the interface.

[0018] When the vehicle-mounted device transmits a navigation initiation request to the ground interface server via the wireless communication network, the ground interface server retrieves the real-time station information from the CTC application server based on the vehicle-mounted device's location, and then transmits it to the vehicle-mounted device via the wireless communication network. Furthermore, it continuously transmits real-time station information during the navigation process. The vehicle-mounted device activates the visualization rendering engine to display its own location and real-time station information on the station map in real time, and activates the voice prompt function to achieve continuous station map navigation display.

[0019] A method for onboard route navigation of self-propelled equipment, based on the aforementioned system, includes: the onboard equipment communicating bidirectionally with a CTC query application server via a wireless communication network and a ground interface server; and displaying train operation plans or station map navigation on the onboard equipment based on the data obtained from the bidirectional communication; wherein:

[0020] When the onboard device transmits the train information query request to the ground interface server through the wireless communication network, the ground interface server obtains the train operation plan of the corresponding train from the CTC query application server and transmits it to the onboard device through the wireless communication network. The onboard device then displays the information of the corresponding train and the train operation plan on the interface.

[0021] When the vehicle-mounted device transmits a navigation initiation request to the ground interface server via the wireless communication network, the ground interface server retrieves the real-time station information from the CTC application server based on the vehicle-mounted device's location, and then transmits it to the vehicle-mounted device via the wireless communication network. Furthermore, it continuously transmits real-time station information during the navigation process. The vehicle-mounted device activates the visualization rendering engine to display its own location and real-time station information on the station map in real time, and activates the voice prompt function to achieve continuous station map navigation display.

[0022] As can be seen from the technical solutions provided by the present invention: (1) Through the vehicle-ground collaborative architecture and 5G communication technology, the direct real-time transmission of TDCS / CTC system information (real-time station display information) to self-propelled equipment is realized, eliminating the delay of traditional manual transfer and improving the real-time nature of information acquisition; (2) The transformation from "blind operation" to "open operation" is realized: the system significantly improves the operation mode of self-propelled equipment, transforming the traditional "blind operation" mode that relies on experience and memory into the "open operation" mode based on real-time information, greatly improving the safety and efficiency of operation; (3) Intelligent data processing is realized: through location-based intelligent data filtering technology, only station information related to the current location is pushed, reducing invalid data transmission and improving communication efficiency; (4) Visual navigation service is provided: through station map dynamic rendering technology, an intuitive visual navigation interface is provided for the driver, which can display key information such as station equipment status, train position, and route arrangement in real time, significantly improving the driver's situational awareness. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of a vehicle-mounted route navigation system for a self-propelled device provided in an embodiment of the present invention.

[0025] Figure 2 This is a schematic diagram of the overall structure of a vehicle-mounted route navigation system for a self-propelled device provided in an embodiment of the present invention.

[0026] Figure 3 This is a schematic diagram of the interface between the vehicle navigation terminal and the wireless system provided in an embodiment of the present invention.

[0027] Figure 4 This is a schematic diagram of the inter-server communication model provided in an embodiment of the present invention.

[0028] Figure 5 This is a schematic diagram of the interface between the vehicle navigation terminal and the vehicle access server provided in an embodiment of the present invention.

[0029] Figure 6 This is a schematic diagram of the interface between the vehicle and the ground equipment provided in an embodiment of the present invention.

[0030] Figure 7 The locomotive terminal query navigation train time sequence diagram provided in the embodiment of the present invention.

[0031] Figure 8 This is a timing diagram for the start navigation provided in an embodiment of the present invention.

[0032] Figure 9 This is a timing diagram for modifying locomotive numbers provided in an embodiment of the present invention.

[0033] Figure 10 This is a timing diagram for upgrading and updating the station base map provided in an embodiment of the present invention.

[0034] Figure 11 This is a timing diagram for wireless channel status detection provided in an embodiment of the present invention. Detailed Implementation

[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present invention.

[0036] First, the following explanations are provided for the terms that may be used in this article:

[0037] The terms "comprising," "including," "containing," "having," or other similar semantic descriptions should be interpreted as non-exclusive inclusion. For example, including a technical feature element (such as raw material, component, ingredient, carrier, dosage form, material, size, part, component, mechanism, device, step, process, method, reaction conditions, processing conditions, parameter, algorithm, signal, data, product or article of manufacture, etc.) should be interpreted as including not only the expressly listed technical feature element, but also other technical feature elements that are not expressly listed and are well-known in the art.

[0038] The term "composed of" excludes any technical features not expressly listed. When used in a claim, it closes the claim to exclude all technical features other than those expressly listed, except for associated conventional impurities. If the term appears only in a clause of a claim, it limits the claim to the elements expressly listed in that clause; elements recited in other clauses are not excluded from the overall claim.

[0039] Unless otherwise explicitly specified or limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this document according to the specific circumstances.

[0040] The following is a detailed description of a vehicle-mounted route navigation system and method for self-propelled vehicles provided by the present invention. Contents not described in detail in the embodiments of the present invention are prior art known to those skilled in the art. Where specific conditions are not specified in the embodiments of the present invention, they are performed according to conventional conditions in the art or conditions recommended by the manufacturer. Instruments used in the embodiments of the present invention whose manufacturers are not specified are all conventional products that can be purchased commercially.

[0041] Example 1

[0042] This invention provides an onboard route navigation system for self-propelled equipment, such as... Figure 1 As shown, it mainly includes: vehicle-mounted side equipment, ground interface server and CTC query application server.

[0043] The onboard equipment communicates bidirectionally with the CTC query application server via a wireless communication network and a ground interface server. Based on the data obtained from this bidirectional communication, the onboard equipment displays train operation plans or station map navigation, including:

[0044] When the onboard device transmits the train information query request to the ground interface server through the wireless communication network, the ground interface server obtains the train operation plan of the corresponding train from the CTC query application server and transmits it to the onboard device through the wireless communication network. The onboard device then displays the information of the corresponding train and the train operation plan on the interface.

[0045] When the vehicle-mounted device transmits a navigation initiation request to the ground interface server via the wireless communication network, the ground interface server retrieves the real-time station information from the CTC application server based on the vehicle-mounted device's location, and then transmits it to the vehicle-mounted device via the wireless communication network. Furthermore, it continuously transmits real-time station information during the navigation process. The vehicle-mounted device activates the visualization rendering engine to display its own location and real-time station information on the station map in real time, and activates the voice prompt function to achieve continuous station map navigation display.

[0046] In this embodiment of the invention, the vehicle-side device includes: a vehicle navigation terminal and a vehicle access server; wherein, the vehicle navigation terminal and the vehicle access server are interconnected, and the vehicle access server communicates with a ground interface server through a wireless communication network; the vehicle navigation terminal is used to output corresponding requests, and display the corresponding train information and train operation plan on the interface according to the received information, or to start a visualization rendering engine according to the received information to display its own position and real-time station display information on the station map in real time, and activate the voice prompt function to achieve continuous station map navigation display.

[0047] In this embodiment of the invention, the vehicle navigation terminal, as a client, actively establishes a Socket connection with the vehicle access server and sends handshake, heartbeat, and service messages; the vehicle access server establishes a TCP (Transmission Control Protocol) connection with the ground interface server through a wireless communication network to realize vehicle-to-ground information interaction; the service messages are various messages involved in displaying train operation plans or station map navigation, such as messages related to train number query, navigation, locomotive number modification, base map version update, and wireless channel status monitoring.

[0048] In this embodiment of the invention, the bidirectional information interaction adopts the following communication protocol design:

[0049] (1) Message confirmation and retransmission mechanism: Each service message contains a unique sequence number and message identifier; after receiving the message, the receiver returns an confirmation packet, and if the sender does not receive confirmation within the timeout period, it will automatically retransmit; among them, the receiver and the sender both include vehicle-side equipment, ground interface server and CTC query application server.

[0050] (2) Message integrity verification: Add a CRC check code after the data field (i.e., business message) to ensure the integrity of message transmission; the receiver verifies each business message, and messages that fail the verification are discarded and retransmitted.

[0051] (3) Business data compression algorithm: Special compression algorithms are designed for the characteristics of different business data; among them, differential compression is used for station representation information, which only transmits the difference from the previous state; coordinate incremental encoding is used for train position information;

[0052] (4) Data stream compression technology: compression function is automatically enabled when the data packet size exceeds the threshold;

[0053] (5) Heartbeat keep-alive mechanism: The vehicle navigation terminal sends a heartbeat message to the vehicle access server at set intervals. If the vehicle access server does not receive the heartbeat message within the time limit, it is considered that the connection is broken; wherein, the vehicle navigation terminal and the vehicle access server are both vehicle-side devices.

[0054] (6) Disconnection detection and reconnection: If the vehicle navigation terminal detects that the heartbeat message has failed to be sent, or does not receive a reply message from the vehicle access server for the heartbeat message within a timeout, it is determined that the connection is disconnected and the reconnection process is initiated; during reconnection, the sequence number of the service message of the last communication is carried, and the vehicle access server determines the service message that needs to be retransmitted based on the sequence number.

[0055] In this embodiment of the invention, the ground interface server adopts a layered architecture design, including: a data access layer: responsible for information interaction with the CTC query application server, involving data such as train operation plans and real-time station display information; a business processing layer: realizing intelligent data filtering, format conversion, and compression processing, and intelligently filtering relevant station data (station display information) based on the location information of the on-board equipment; a communication management layer: responsible for communication connection management with the on-board equipment, including connection establishment, disconnection detection, and reconnection processing; and a monitoring management layer: providing monitoring of the entire system's operating status, fault diagnosis, and performance statistics.

[0056] In this embodiment of the invention, the ground interface server includes a CTC-side interface server and a wireless-side interface server; wherein, the wireless-side interface server communicates with the vehicle-mounted equipment via a wireless communication network; one end of the CTC-side interface server is connected to the CTC query application server, and the other end is connected to the wireless-side interface server through a CTC-side network security protection device; both the CTC-side interface server and the wireless-side interface server adopt a dual-machine hot standby architecture, providing primary and backup redundancy services through a floating virtual IP; the CTC-side interface server acts as a client, and the wireless-side interface server acts as a server, establishing a TCP connection for information exchange.

[0057] In this embodiment of the invention, the vehicle-mounted equipment interacts with the ground interface server via a wireless communication network to exchange vehicle-to-ground information, enabling modification of locomotive numbers, updating of base map versions, and monitoring of wireless channel status.

[0058] (1) The process of modifying the locomotive number includes: when the on-board device transmits the request to modify the locomotive number to the wireless interface server through the wireless communication network, the wireless interface server updates the locomotive number mapping relationship in the internal cache using the new locomotive number carried in the request to modify the locomotive number, and forwards the request to the CTC interface server; the CTC interface server performs the locomotive number change operation, updates the locomotive number mapping relationship in the internal cache using the new locomotive number carried in the request to modify the locomotive number, and updates the user information, and synchronously updates the locomotive number in the user information to the new locomotive number; and the locomotive number modification receipt message is transmitted to the on-board device through the wireless interface server and then through the wireless communication network. After receiving the locomotive number modification receipt message, the on-board device updates the locomotive number in the interface.

[0059] In this embodiment of the invention, the user information includes the locomotive number of the user, personal information of the user (e.g., driver's name), network status of the locomotive, data version, and other information. In practical applications, the content of the user information can be configured according to the actual situation.

[0060] (2) The process of updating the base map version includes: When the vehicle-side device sends a version comparison request through the wireless communication network and the wireless side interface server to the CTC side interface server, the CTC side interface server compares the base map version of the vehicle-side device carried in the version comparison request with the latest version. If the base map version of the vehicle-side device is lower than the latest version, the version upgrade receipt message is sent through the wireless side interface server and then through the wireless communication network to the vehicle-side device. After receiving the version upgrade receipt message, the vehicle-side device updates its own base map version to the latest version.

[0061] (3) The wireless channel status monitoring process includes: when the vehicle-side device periodically sends a wireless channel status detection request through the wireless communication network and through the wireless side interface server to the CTC side interface server, the CTC side interface server records the arrival time of the wireless channel status detection request and calculates the round-trip delay time in combination with the timestamp carried in the wireless channel status detection request, and collects the status parameters of the wireless communication network. The round-trip delay time and the network status parameters are assembled into a network monitoring data report, which is then transmitted to the vehicle-side device through the wireless communication network after passing through the wireless side interface server. After receiving the network monitoring data report, the vehicle-side device updates the network status and round-trip delay time in the interface. If the network monitoring data report indicates that the current communication quality has deteriorated, an early warning is issued.

[0062] To more clearly demonstrate the technical solution and its effects provided by the present invention, the system provided by the embodiments of the present invention will be described in detail below with reference to specific examples.

[0063] I. Overall System Architecture.

[0064] like Figure 2 As shown, the overall system architecture includes four main components: vehicle-side equipment consisting of an in-vehicle navigation terminal and an in-vehicle access server, a ground interface server, a communication network, and a TDCS / CTC system.

[0065] In-vehicle navigation terminal: As the core of the system, it is responsible for receiving, processing and displaying navigation information, including hardware platform, software system, communication module and human-computer interaction module.

[0066] Ground interface server: Responsible for data filtering, compression, and distribution, including service modules such as data access, service processing, communication management, and monitoring management. The ground interface server is further divided into CTC-side interface server and wireless-side interface server, using a dual-machine hot standby method to provide redundancy protection.

[0067] Communication network: Provides a high-speed data transmission channel between vehicle and ground, using the operator's 5G private network to ensure the reliability and real-time performance of communication. In addition to using 5G communication technology, the following alternatives can also be used: (1) 4G LTE (fourth generation mobile communication technology, long-term evolution network standard) private network communication: In areas where 5G network coverage is not perfect, 4G LTE private network can be used as an alternative solution for vehicle-to-ground communication; (2) WiFi 6 (sixth generation wireless network technology) private network communication: WiFi 6 private network can be deployed within the station area to achieve high-speed data transmission; (3) Hybrid communication scheme: Combines multiple communication technologies such as 5G, 4G, and WiFi, and automatically switches according to the network coverage.

[0068] TDCS / CTC system: As a data source, it provides real-time station information, including track occupancy status, turnout position, signal display, train position, etc.; among them, all information except for train position belongs to station display information.

[0069] Those skilled in the art will understand that the TDCS / CTC system is a query subsystem of CTC and is part of the CTC system. The data source of the CTC query subsystem is the CTC production system.

[0070] It should be noted that, Figure 2 This invention only provides an example of a wireless communication system using 5G communication technology. Furthermore, the specific principles of the CTC production system and CTC query system also refer to conventional technologies, and will not be elaborated upon in this invention.

[0071] II. Detailed introduction of the system.

[0072] 1. In-vehicle navigation terminal.

[0073] The in-vehicle navigation terminal adopts a modular design, mainly including:

[0074] Communication module: Responsible for data communication with the ground interface server, realizing data reception, transmission and protocol processing;

[0075] Human-machine interaction module: including touch screen interface, voice prompt system, operation buttons, etc., to provide drivers with a user-friendly interface.

[0076] In addition, it also includes necessary hardware devices such as a processor and memory. Considering that the specific hardware devices can be implemented using existing equipment, they will not be described in detail.

[0077] 2. Ground interface server technical solution.

[0078] The ground interface server adopts a layered architecture design:

[0079] (1) Data access layer: responsible for data interaction with the TDCS / CTC system to obtain real-time station display information, including signal equipment status, train position, route arrangement and other data;

[0080] (2) Business Processing Layer: Implements functions such as intelligent data filtering, format conversion, and compression. Based on the location information of the vehicle navigation terminal, it intelligently filters relevant station data to reduce invalid data transmission;

[0081] (3) Communication Management Layer: Responsible for the communication connection management with the vehicle navigation terminal, including connection establishment, disconnection detection, reconnection processing and other functions;

[0082] (4) Monitoring and management layer: Provides management functions such as system operation status monitoring, fault diagnosis, and performance statistics.

[0083] 3. Communication interface design scheme.

[0084] (1) Network architecture design.

[0085] like Figure 3 As shown, the communication interface adopts a three-layer architecture: Layer 1: The vehicle navigation terminal and the vehicle access server are connected via Ethernet to achieve network access for the vehicle navigation terminal. Layer 2: The vehicle access server communicates with the wireless side interface server through the operator's private network to achieve vehicle-to-ground data transmission. Layer 3: The wireless side interface server and the CTC side interface server are connected via Ethernet, with security protection devices installed in between for isolation. Figure 3The various servers and devices in the system adopt a dual-machine hot standby architecture and are identified by A and B.

[0086] (2) Communication model design.

[0087] (2.1) Inter-server communication model: such as Figure 4 As shown, both the CTC-side interface server and the wireless-side interface server adopt a dual-machine hot standby architecture, providing primary and backup redundancy services through floating virtual IPs. The CTC-side interface server acts as the client, and the wireless-side interface server acts as the server, establishing a TCP connection for data communication.

[0088] (2.2) Communication model of vehicle-mounted equipment: such as Figure 5 As shown, the vehicle navigation terminal, acting as a client, actively establishes a Socket connection with the vehicle access server, sending handshake, heartbeat, and service messages.

[0089] (2.3) Vehicle-to-ground equipment communication model: such as Figure 6 As shown, the vehicle-mounted access server establishes a TCP connection with the wireless side interface server through the 5G private network to realize vehicle-to-ground data transmission.

[0090] 3. Communication protocol design scheme.

[0091] (1) Protocol reliability design.

[0092] Message Acknowledgment and Retransmission Mechanism: An end-to-end message acknowledgment mechanism is implemented at the session layer. Each business message contains a unique sequence number and message ID. The session layer is primarily responsible for establishing, managing, and orderly terminating the communication between the two parties (the receiver and the sender). The receiver returns an acknowledgment packet upon receiving a message. If the sender does not receive an acknowledgment within the timeout period, it automatically retransmits the message. Critical business messages are configured for three retransmissions, while general messages are configured for one retransmission. For example, station information and train number information can be designated as critical business messages, while other messages are considered general messages.

[0093] Message integrity verification: A CRC checksum is added after the data field (i.e., the business message) to ensure the integrity of message transmission. The receiver verifies each message; messages that fail verification are discarded and retransmission is requested.

[0094] (2) Data compression and optimization protocol.

[0095] Business data compression algorithms: Specialized compression algorithms are designed for the characteristics of different business data. Station display information uses differential compression, transmitting only the differences from the previous state; train position information uses coordinate incremental encoding.

[0096] Data stream compression technology: A general data stream compression mechanism based on zlib / gzip is used to compress large data packets as a whole. Compression is automatically enabled when the data packet size exceeds a threshold (e.g., 1KB), reducing the data size by about 80%.

[0097] In addition to differential compression and zlib / gzip compression, the following compression methods can also be used: LZ4 compression algorithm, which provides faster compression and decompression speeds; machine learning-based compression algorithm, which trains a dedicated compression model for the characteristics of railway business data; and multi-level compression scheme, which combines multiple compression algorithms and automatically selects the optimal compression method based on the data type.

[0098] (3) Disconnection reconnection and status synchronization protocol.

[0099] Heartbeat keep-alive mechanism: The vehicle navigation terminal sends a heartbeat message to the vehicle access server every set time (e.g., every 5 seconds). If the vehicle access server does not receive a heartbeat within a timeout period (e.g., 12 seconds), it considers the connection to be disconnected.

[0100] Disconnection Detection and Reconnection: Upon detecting a connection loss, the in-vehicle navigation terminal immediately initiates the reconnection process. During reconnection, the sequence number of the last message from the previous communication is carried, and the in-vehicle access server uses this sequence number to determine the messages that need to be retransmitted.

[0101] 4. Business Processes.

[0102] (1) Flowchart for querying navigation train schedules.

[0103] like Figure 7 As shown, the process for querying navigation train schedules includes:

[0104] Users enter the train number and confirm the search via the in-vehicle navigation terminal;

[0105] The vehicle-mounted navigation terminal (locomotive terminal) encapsulates the train information query request into a standard communication protocol packet and sends it to the ground interface server through the wireless communication network;

[0106] The ground interface server initiates a train information query to the CTC query application server;

[0107] Obtain detailed operation plan data for this train, including station information, arrival and departure times, and track arrangements;

[0108] The ground interface server performs data format conversion and compression on the query results;

[0109] The train operation plan is returned to the corresponding onboard navigation terminal in the form of a timetable;

[0110] After receiving the data, the in-vehicle navigation terminal displays basic train information and a complete operation plan on the interface.

[0111] (2) Start the navigation function process.

[0112] like Figure 8 As shown, the process for starting the navigation function includes:

[0113] The driver clicks the "Start Navigation" button on the in-vehicle navigation terminal, and the system officially starts the navigation service;

[0114] The in-vehicle navigation terminal sends a navigation start request;

[0115] The ground interface server establishes a binding relationship between the train number and the terminal IP address, and adds it to the dynamic push list;

[0116] Based on the current location of the train, the ground interface server queries the application server from the CTC to obtain the real-time display information of the relevant station.

[0117] After intelligent filtering and data compression, the station display information is pushed to the vehicle navigation terminal;

[0118] After receiving the data, the vehicle navigation terminal starts the visualization rendering engine to display the train's location and equipment status in real time on the station map;

[0119] Activate the voice prompt function to provide drivers with continuous navigation services.

[0120] (3) Modify locomotive number function process.

[0121] like Figure 9 As shown, the process for modifying the locomotive number includes:

[0122] The driver enters the new vehicle number into the vehicle's navigation terminal;

[0123] The vehicle navigation terminal packages the original vehicle number, the new vehicle number, and user information into a vehicle number modification request and sends it to the vehicle access server.

[0124] The vehicle access server will forward the request to modify the locomotive number to the wireless side interface server;

[0125] The wireless side interface server updates the locomotive number mapping relationship in its internal cache.

[0126] The modification request will be forwarded to the CTC-side interface server.

[0127] The CTC-side interface server performs the locomotive number change operation and updates the internal cache and user information.

[0128] The modified result receipt information will be returned via the original path.

[0129] (4) Upgrade and update the station base map function process.

[0130] like Figure 10 As shown, the process for upgrading and updating the station's base map includes:

[0131] The vehicle navigation terminal periodically sends a version comparison request to the vehicle access server, carrying the current vehicle number and base map version information.

[0132] The version comparison request is forwarded to the CTC side interface server via the vehicle access server and the wireless side interface server.

[0133] The CTC side interface server compares the base map version of the vehicle navigation terminal with the latest version of the server;

[0134] If a new version is detected, a version upgrade prompt message will be returned;

[0135] After receiving the notification, the in-vehicle navigation terminal displays a notification to the user that a new version has been discovered.

[0136] After the user confirms the update, the download of the new station site base map file will begin.

[0137] Supports incremental updates and resume interrupted downloads;

[0138] After the update is complete, the in-vehicle navigation terminal reloads the base map data.

[0139] (5) Wireless channel status monitoring function process.

[0140] like Figure 11 As shown, the wireless channel status monitoring function process includes:

[0141] The vehicle navigation terminal periodically carries vehicle registration information and proactively sends wireless channel status detection requests;

[0142] The request is forwarded to the CTC side interface server via the vehicle access server and the wireless side interface server.

[0143] After receiving the request, the CTC-side interface server records the request arrival time and calculates the round-trip delay time by combining it with the timestamp carried in the wireless channel status detection request (i.e., the time the request was sent).

[0144] The CTC-side interface server collects current network status parameters, including signal strength, data transmission rate, packet loss rate, etc.

[0145] The CTC-side interface server assembles the information into a network detection data report and returns it to the vehicle navigation terminal.

[0146] The wireless channel status display and latency information on the in-vehicle navigation terminal update interface;

[0147] The system issues a warning when a decline in communication quality is detected.

[0148] 5. System Function Implementation Scheme

[0149] (1) Station map navigation display function.

[0150] Based on the real-time train location, the station layout map is dynamically displayed, showing the current station, the station ahead, and the station behind, including:

[0151] The system displays the occupancy status of track sections, the position status of turnouts, the status of signals (red, yellow, green lights, etc.), the arrangement of shunting routes, the real-time tracking of the current train position, and information on preceding and following trains and arrival / departure times.

[0152] (2) Train navigation function.

[0153] Users can set the train number in the program interface. The system interface will correctly display the train number and dynamically display the train tracking and positioning results in real time. Then, depending on the actual situation, users can choose whether to start navigation.

[0154] (3) Navigation voice prompt function.

[0155] Based on train numbers and signal route availability data, navigation voice prompts and visual text displays are automatically generated according to voice prompt templates to remind drivers of: upcoming station information, track access information, route forecast information, and signal display change reminders.

[0156] (4) Display range management function.

[0157] The station display range is automatically determined based on locomotive type:

[0158] For dedicated shunting locomotives used for in-station operations: the display range is the station where the shunting locomotive is located;

[0159] For locomotives and EMUs: Displays the station where the train is located, the station ahead of the train, and the section between the two stations.

[0160] (5) Automatic time synchronization function.

[0161] In the self-propelled vehicle navigation system, the ground interface server periodically sends time synchronization requests to TDCS / CTC and automatically synchronizes the clock of the vehicle navigation terminal based on the returned clock information to ensure time accuracy.

[0162] The solutions provided in the embodiments of the present invention have the following main advantages:

[0163] (1) Real-time transmission of TDCS / CTC information was realized: Through vehicle-to-ground cooperative architecture and wireless communication technology, the TDCS / CTC system information was directly transmitted to the self-propelled equipment in real time, eliminating the delay of traditional manual transfer and improving the real-time nature of information acquisition;

[0164] (2) Provides visual navigation services: Through the station map dynamic rendering technology, it provides drivers with an intuitive visual navigation interface, which can display key information such as station equipment status, train position, and route arrangement in real time, which significantly improves the driver's situational awareness.

[0165] (3) Intelligent data processing has been achieved: Through location-based intelligent data filtering technology, only station information related to the current location is pushed, reducing invalid data transmission and improving communication efficiency;

[0166] (4) Improved system reliability: The system adopts technologies such as dual-machine hot standby architecture, message confirmation and retransmission mechanism, and disconnection reconnection function to ensure high availability and reliable communication.

[0167] (5) Optimized data transmission efficiency: Through differential compression, incremental coding, data stream compression and other technologies, the amount of data transmission has been greatly reduced and the utilization efficiency of 5G network has been improved;

[0168] (6) Provides intelligent navigation assistance: Through voice prompts, automatic time synchronization, dispatch command display and other functions, it provides drivers with comprehensive intelligent navigation assistance services, reducing workload and human error;

[0169] (7) The system has achieved a transformation from "blind operation" to "open operation": The system has significantly improved the operation mode of self-propelled equipment, transforming the traditional "blind operation" mode that relies on experience and memory into an "open operation" mode based on real-time information, which greatly improves the safety and efficiency of operation.

[0170] (8) Supports dynamic route adjustment: The system can respond in real time to changes in route conditions, temporary construction, changes in dispatching orders, etc., and automatically update navigation information to provide dynamic route adjustment capabilities.

[0171] Those skilled in the art will understand that, for the sake of convenience and brevity, the above-described division of functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above.

[0172] Example 2

[0173] This invention provides an onboard route navigation method for self-propelled equipment, which is mainly based on the aforementioned system and includes: the onboard equipment communicates bidirectionally with a CTC query application server via a wireless communication network and a ground interface server, and displays the train operation plan or station map navigation on the onboard equipment based on the data obtained from the bidirectional information interaction; wherein:

[0174] When the onboard device transmits the train information query request to the ground interface server through the wireless communication network, the ground interface server obtains the train operation plan of the corresponding train from the CTC query application server and transmits it to the onboard device through the wireless communication network. The onboard device then displays the information of the corresponding train and the train operation plan on the interface.

[0175] When the vehicle-mounted device transmits a navigation initiation request to the ground interface server via the wireless communication network, the ground interface server retrieves the real-time station information from the CTC application server based on the vehicle-mounted device's location, and then transmits it to the vehicle-mounted device via the wireless communication network. Furthermore, it continuously transmits real-time station information during the navigation process. The vehicle-mounted device activates the visualization rendering engine to display its own location and real-time station information on the station map in real time, and activates the voice prompt function to achieve continuous station map navigation display.

[0176] Since the specific technical details involved in this method have been described in detail in the previous embodiments, they will not be repeated here.

[0177] Through the above description of the embodiments, those skilled in the art can clearly understand that the above embodiments can be implemented by software, or by using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions of the above embodiments can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, mobile hard drive, etc.), including several instructions to cause a computer device (such as a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0178] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims. The information disclosed in the background section is intended only to enhance the understanding of the overall background technology of the present invention and should not be construed as an admission or implication in any way that such information constitutes prior art known to those skilled in the art.

Claims

1. A vehicle-mounted route navigation system for self-propelled equipment, characterized in that, include: The system includes vehicle-mounted equipment, a ground interface server, and a CTC query application server, wherein the CTC is a centralized dispatch system. The ground interface server adopts a layered architecture design, including: a data access layer: responsible for information interaction with the CTC query application server, involving data such as train operation plans and real-time station display information; a business processing layer: realizing intelligent data filtering, format conversion, and compression processing, and intelligently filtering relevant station display information based on the location information of the on-board equipment; a communication management layer: responsible for communication connection management with the on-board equipment, including connection establishment, disconnection detection, and reconnection processing; and a monitoring management layer: providing monitoring of the entire system's operating status, fault diagnosis, and performance statistics. The onboard equipment communicates bidirectionally with the CTC query application server via a wireless communication network and a ground interface server. Based on the data obtained from this bidirectional communication, the onboard equipment displays train operation plans or station map navigation, including: When the onboard device transmits the train information query request to the ground interface server through the wireless communication network, the ground interface server obtains the train operation plan of the corresponding train from the CTC query application server and transmits it to the onboard device through the wireless communication network. The onboard device then displays the information of the corresponding train and the train operation plan on the interface. When the vehicle-mounted device transmits a navigation initiation request to the ground interface server via the wireless communication network, the ground interface server retrieves the real-time station information from the CTC application server based on the vehicle-mounted device's location, and then transmits it to the vehicle-mounted device via the wireless communication network. Furthermore, it continuously transmits real-time station information during the navigation process. The vehicle-mounted device activates the visualization rendering engine to display its own location and real-time station information on the station map in real time, and activates the voice prompt function to achieve continuous station map navigation display.

2. The vehicle-mounted route navigation system for self-propelled equipment according to claim 1, characterized in that, The vehicle-mounted equipment includes: a vehicle navigation terminal and a vehicle access server; The vehicle navigation terminal is interconnected with the vehicle access server, and the vehicle access server communicates with the ground interface server through a wireless communication network. The vehicle navigation terminal is used to output corresponding requests, and display the corresponding train information and train operation plan on the interface according to the received information, or start the visualization rendering engine according to the received information to display its own position and real-time station display information on the station map in real time, and activate the voice prompt function to realize continuous station map navigation display.

3. The vehicle-mounted route navigation system for self-propelled equipment according to claim 2, characterized in that, Also includes: The vehicle navigation terminal, acting as a client, actively establishes a Socket connection with the vehicle access server, sending handshake, heartbeat, and service messages; where Socket refers to a socket, and service messages are various messages involved in displaying train operation plans or station map navigation. The vehicle-mounted access server establishes a TCP connection with the ground interface server through a wireless communication network to realize vehicle-to-ground information exchange; TCP is the transmission control protocol.

4. The vehicle-mounted route navigation system for self-propelled equipment according to claim 1, characterized in that, The following communication protocol is designed for two-way information exchange: Message confirmation and retransmission mechanism: Each business message contains a unique sequence number and message identifier; after receiving the message, the receiver returns an acknowledgment packet, and if the sender does not receive an acknowledgment within the timeout period, it will automatically retransmit; the receiver and sender both include on-board equipment, ground interface server and CTC query application server, and the business messages are various messages involved in displaying train operation plans or station map navigation; Message integrity verification: A CRC checksum is added to the end of the business message to ensure the integrity of the message transmission; the receiver verifies each business message, and messages that fail the verification are discarded and retransmitted. Business data compression algorithms: Specialized compression algorithms are designed for the characteristics of different business data; among them, differential compression is used for station representation information, transmitting only the differences from the previous state; coordinate incremental encoding is used for train position information. Data stream compression technology: automatically enables compression when the data packet size exceeds a threshold; Heartbeat keep-alive mechanism: The vehicle navigation terminal sends a heartbeat message to the vehicle access server at set intervals. If the vehicle access server does not receive the heartbeat message within the timeout period, it considers the connection to be disconnected. Here, both the vehicle navigation terminal and the vehicle access server are vehicle-side devices. Disconnection detection and reconnection: If the vehicle navigation terminal detects that the heartbeat message has failed to be sent, or does not receive a reply message from the vehicle access server for the heartbeat message within a timeout period, it is determined that the connection is broken and the reconnection process is initiated. During reconnection, the sequence number of the service message of the previous communication is carried, and the vehicle access server determines the service message that needs to be retransmitted based on the sequence number.

5. A vehicle-mounted route navigation system for self-propelled equipment according to claim 1, characterized in that, The ground interface server includes a CTC-side interface server and a wireless-side interface server; wherein, the wireless-side interface server communicates with the vehicle-mounted equipment through a wireless communication network; one end of the CTC-side interface server is connected to the CTC query application server, and the other end is connected to the wireless-side interface server through the CTC-side network security protection equipment. Both the CTC-side interface server and the wireless-side interface server adopt a dual-machine hot standby architecture, providing primary and backup redundancy services through floating virtual IPs; the CTC-side interface server acts as a client and the wireless-side interface server acts as a server, establishing a TCP connection for information exchange.

6. A vehicle-mounted route navigation system for self-propelled equipment according to claim 5, characterized in that, It also includes: Onboard equipment interacts with the ground interface server via a wireless communication network to modify locomotive numbers. The process includes: When the on-board device transmits the request to modify the locomotive number to the wireless interface server through the wireless communication network, the wireless interface server updates the locomotive number mapping relationship in its internal cache using the new locomotive number carried in the request to modify the locomotive number, and forwards the request to the CTC side interface server. The CTC-side interface server performs a locomotive number change operation, updates the locomotive number mapping relationship in the internal cache with the new locomotive number carried in the locomotive number modification request, and updates the user information, synchronously updating the locomotive number in the user information to the new locomotive number; and transmits the locomotive number modification receipt message through the wireless-side interface server and then through the wireless communication network to the vehicle-side device. After receiving the locomotive number modification receipt message, the vehicle-side device updates the locomotive number in the interface.

7. A vehicle-mounted route navigation system for self-propelled equipment according to claim 5, characterized in that, It also includes: vehicle-mounted equipment interacts with the ground interface server via a wireless communication network to update the base map version. The process includes: When the vehicle-side device sends a version comparison request through the wireless communication network and the wireless side interface server to the CTC side interface server, the CTC side interface server compares the base map version of the vehicle-side device carried in the version comparison request with the latest version. If the base map version of the vehicle-side device is lower than the latest version, the CTC side interface server sends a version upgrade receipt message through the wireless side interface server and then through the wireless communication network to the vehicle-side device. After receiving the version upgrade receipt message, the vehicle-side device updates its own base map version to the latest version.

8. A vehicle-mounted route navigation system for self-propelled equipment according to claim 5, characterized in that, It also includes: vehicle-mounted equipment interacts with the ground interface server via a wireless communication network to achieve wireless channel status monitoring. The process includes: When the vehicle-side device periodically sends wireless channel status detection requests through the wireless communication network and via the wireless side interface server to the CTC side interface server, the CTC side interface server records the arrival time of the wireless channel status detection request and calculates the round-trip delay time by combining it with the timestamp carried in the wireless channel status detection request. It also collects the status parameters of the wireless communication network, assembles the round-trip delay time and network status parameters into a network monitoring data report, and transmits it to the vehicle-side device through the wireless communication network via the wireless side interface server. After receiving the network monitoring data report, the vehicle-side device updates the network status and round-trip delay time in the interface. If the network monitoring data report indicates that the current communication quality has deteriorated, it issues a warning.

9. A method for onboard route navigation of self-propelled equipment, characterized in that, The system implementation based on any one of claims 1 to 8 includes: the on-board device communicating with the CTC query application server via a wireless communication network and a ground interface server, and displaying the train operation plan or station map navigation on the on-board device based on the data obtained from the two-way information interaction; wherein: When the onboard device transmits the train information query request to the ground interface server through the wireless communication network, the ground interface server obtains the train operation plan of the corresponding train from the CTC query application server and transmits it to the onboard device through the wireless communication network. The onboard device then displays the information of the corresponding train and the train operation plan on the interface. When the vehicle-mounted device transmits a navigation initiation request to the ground interface server via the wireless communication network, the ground interface server retrieves the real-time station information from the CTC application server based on the vehicle-mounted device's location, and then transmits it to the vehicle-mounted device via the wireless communication network. Furthermore, it continuously transmits real-time station information during the navigation process. The vehicle-mounted device activates the visualization rendering engine to display its own location and real-time station information on the station map in real time, and activates the voice prompt function to achieve continuous station map navigation display.

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