Mobile block train control train-ground wireless communication system and method based on DMR

Abstract

The invention discloses a DMR-based mobile block train control train-ground wireless communication system and method, and the method comprises the steps: S1, enabling a vehicle-mounted ATP unit to be driven by a train side event, and transmitting first safety control information to a first ground RBC / ground TSRS through a main uplink communication channel; when the main uplink communication channel fails or fails, the vehicle-mounted ATP unit sends first safety control information to the first ground RBC / ground TSRS through the auxiliary uplink communication channel; s2, after the first ground RBC / ground TSRS receives the first safety control information and is driven by a ground side event, the first ground RBC / ground TSRS sends second safety control information to the vehicle-mounted ATP unit through a main downlink communication channel; and when the main downlink communication channel fails or fails, the first ground RBC / ground TSRS sends second safety control information to the vehicle-mounted ATP unit through the auxiliary downlink communication channel. According to the invention, reliable communication meeting the real-time performance and safety requirements of the mobile block train control system can be realized at lower cost in a shorter period.

Description

Technical Field

[0001] This invention relates to the field of railway train operation control technology, and in particular to a DMR-based moving block train control vehicle-to-ground wireless communication system and method. Background Technology

[0002] my country's high-speed railway CTCS-3 level train control system and the developing CTCS-N level moving block train control system both rely on reliable train-to-ground wireless communication to ensure safe and efficient train operation. Currently, the industry mainly uses the GSM-R railway-specific wireless communication system and the 5G-R system as a next-generation technology to build train-to-ground communication links.

[0003] However, GSM-R and 5G-R technologies have the following inherent drawbacks: First, they are dedicated mobile communication networks, requiring independent frequency band planning and the construction of a large number of base stations and core network equipment, resulting in high investment costs and long construction cycles. Second, achieving continuous, high-quality wireless signal coverage is very difficult in complex terrains such as ultra-long tunnels and remote mountainous areas, leading to low coverage efficiency. Furthermore, for branch railways or local dedicated lines with existing DMR (Digital Mobile Radio) communication systems, upgrading to mobile block train control requires replacing the entire communication system with GSM-R or 5G-R, resulting in poor compatibility with existing equipment and enormous retrofit costs.

[0004] More importantly, moving block train control systems have extremely stringent requirements for the real-time performance, reliability, and security of train-to-ground communication. Existing solutions based on GSM-R or 5G-R are insufficient to fully meet these requirements in scenarios with limited bandwidth or high data concurrency. Therefore, a novel train-to-ground wireless communication technology is urgently needed to fill the gaps in existing technologies for specific application scenarios and improve the flexibility and economy of railway train control system communication.

[0005] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0006] The purpose of this invention is to provide a DMR-based moving block train control vehicle-to-ground wireless communication system and method, so as to achieve reliable communication that meets the real-time and safety requirements of the moving block train control system in specific scenarios such as branch railways and local dedicated lines, with lower cost and shorter cycle.

[0007] To achieve the above objectives, the present invention provides a DMR-based moving block train control vehicle-to-ground wireless communication system, comprising: The train control onboard equipment, the train control ground equipment, and the DMR network that is communicatively connected to the train control onboard equipment and the train control ground equipment; the DMR network includes DMR base stations; the train control onboard equipment and the train control ground equipment exchange communication data through uplink communication channels and downlink communication channels, and constitute logical full-duplex communication; The train control onboard equipment includes: an onboard ATP unit; and multiple DMR radios, including at least an uplink DMR radio and a downlink DMR radio, all of which are communicatively connected to the onboard ATP unit. The train control ground equipment includes: a ground information transceiver unit; and multiple DMR ground servers, including at least an uplink DMR ground server and a downlink DMR ground server, all of which are communicatively connected to the ground information transceiver unit. The uplink DMR radio and the uplink DMR ground server communicate from the vehicle-mounted ATP unit to the ground information transceiver unit via the DMR base station. The downlink DMR radio and the downlink DMR ground server communicate from the ground information transceiver unit to the vehicle-mounted ATP unit via the DMR base station.

[0008] Optionally, the ground information transceiver unit includes a first ground RBC and a ground TSRS.

[0009] Optionally, the transmission path of the uplink communication channel is: the vehicle-mounted ATP unit → the uplink DMR radio → the DMR base station → the uplink DMR ground server → the first ground RBC / ground TSRS, and the uplink communication channel is used to transmit the first safety control information in the vehicle-mounted ATP unit to the first ground RBC / ground TSRS.

[0010] Optionally, the first safety control information includes: the train's precise location, real-time speed, direction of travel, and distance of travel provided by the onboard ATP unit.

[0011] Optionally, the transmission path of the downlink communication channel is: the first ground RBC / ground TSRS → the downlink DMR ground server → the DMR base station → the downlink DMR radio → the vehicle-mounted ATP unit, and the downlink communication channel is used to transmit the second safety control information in the first ground RBC / ground TSRS to the vehicle-mounted ATP unit.

[0012] Optionally, the second safety control information includes: driving permission and route data calculated by the first ground RBC, and temporary speed limit orders issued by the ground TSRS.

[0013] Optionally, the uplink communication channel includes at least a first uplink communication channel and a second uplink communication channel; the uplink DMR radio includes at least a first uplink DMR radio and a second uplink DMR radio; the uplink DMR ground server includes at least a first uplink DMR ground server and a second uplink DMR ground server, wherein the first uplink DMR radio, the second uplink DMR radio, the first uplink DMR ground server and the second uplink DMR ground server are all used for redundant expansion of the uplink communication channel to receive and transmit the first security control information.

[0014] Optionally, the transmission path of the first uplink communication channel is: vehicle-mounted ATP unit → first uplink DMR radio → DMR base station → first uplink DMR ground server → first ground RBC / ground TSRS; the transmission path of the second uplink communication channel is: vehicle-mounted ATP unit → second uplink DMR radio → DMR base station → second uplink DMR ground server → first ground RBC / ground TSRS. Alternatively, the transmission path of the first uplink communication channel may be: vehicle-mounted ATP unit → first uplink DMR radio → DMR base station → second uplink DMR ground server → first ground RBC / ground TSRS; the transmission path of the second uplink communication channel may be: vehicle-mounted ATP unit → second uplink DMR radio → DMR base station → first uplink DMR ground server → first ground RBC / ground TSRS.

[0015] Optionally, at least one of the first uplink communication channel and the second uplink communication channel is the primary uplink communication channel for transmitting the first security control information, and the other is a secondary uplink communication channel used when the primary uplink communication channel fails.

[0016] Optionally, the downlink communication channel includes at least a first downlink communication channel and a second downlink communication channel; the downlink DMR radio includes at least a first downlink DMR radio and a second downlink DMR radio; the downlink DMR ground server includes at least a first downlink DMR ground server and a second downlink DMR ground server, wherein the first downlink DMR radio, the second downlink DMR radio, the first downlink DMR ground server and the second downlink DMR ground server are all used for redundant expansion of the downlink communication channel to receive and transmit the second security control information.

[0017] Optionally, the transmission path of the first downlink communication channel is: first ground RBC / ground TSRS → first downlink DMR ground server → DMR base station → first downlink DMR radio → vehicle-mounted ATP unit; the transmission path of the second downlink communication channel is: first ground RBC / ground TSRS → second downlink DMR ground server → DMR base station → second downlink DMR radio → vehicle-mounted ATP unit. Alternatively, the transmission path of the first downlink communication channel may be: first ground RBC / ground TSRS → first downlink DMR ground server → DMR base station → second downlink DMR radio → vehicle-mounted ATP unit; the transmission path of the second downlink communication channel may be: first ground RBC / ground TSRS → second downlink DMR ground server → DMR base station → first downlink DMR radio → vehicle-mounted ATP unit.

[0018] Optionally, at least one of the first downlink communication channel and the second downlink communication channel is the primary downlink communication channel for transmitting the second security control information, and the other is a secondary downlink communication channel used when the primary downlink communication channel fails.

[0019] Optionally, the ground information transceiver unit further includes a second ground RBC, and the uplink communication channel further includes a third uplink communication channel. When the train enters the handover area, the on-board ATP unit not only sends the first safety control information to the first ground RBC / ground TSRS through the primary uplink communication channel, but also transmits uplink RBC handover data to the second ground RBC through the third uplink communication channel. The uplink DMR radio also includes a third uplink DMR radio, and the uplink DMR ground server also includes a third uplink DMR ground server. The transmission path of the third uplink communication channel is: vehicle-mounted ATP unit → third uplink DMR radio → DMR base station → third uplink DMR ground server → second ground RBC.

[0020] Optionally, the downlink communication channel further includes a third downlink communication channel. When the train enters the handover area, the first ground RBC / ground TSRS sends the second safety control information to the on-board ATP unit through the primary downlink communication channel, and the second ground RBC transmits downlink RBC handover data to the on-board ATP unit through the third downlink communication channel. The downlink DMR radio also includes a third downlink DMR radio, and the downlink DMR ground server also includes a third downlink DMR ground server. The transmission path of the third downlink communication channel is: second ground RBC → third downlink DMR ground server → DMR base station → third downlink DMR radio → vehicle-mounted ATP unit.

[0021] This invention also provides a DMR-based moving block train control vehicle-to-ground wireless communication method, implemented based on the aforementioned communication system, which includes the following process: S1, at time t, the on-board ATP unit is driven by a train-side event and sends the first safety control information to the first ground RBC or ground TSRS through the primary uplink communication channel; When the primary uplink communication channel fails or malfunctions, the on-board ATP unit sends the first safety control information to the first ground RBC or ground TSRS through the auxiliary uplink communication channel. S2, in At any given time, after the first ground RBC or ground TSRS receives the first safety control information and is triggered by a ground-side event, the first ground RBC or ground TSRS sends the second safety control information to the vehicle-mounted ATP unit through the primary downlink communication channel. When the primary downlink communication channel fails or malfunctions, the first ground RBC or ground TSRS sends the second safety control information to the vehicle-mounted ATP unit through the auxiliary downlink communication channel.

[0022] Optionally, when the train enters the handover area, the communication method further includes: At time t, the onboard ATP unit also transmits uplink RBC handover data to the second ground RBC via the third uplink communication channel; exist At a certain time, after the second ground RBC receives the uplink RBC handover data and the first ground RBC or ground TSRS receives the first safety control information, the second ground RBC sends the downlink RBC handover data to the vehicle-mounted ATP unit through the third downlink communication channel.

[0023] In summary, compared with the prior art, the present invention has the following beneficial effects: 1. The present invention provides a DMR-based mobile block train control vehicle-to-ground wireless communication system and method. By configuring independent uplink and downlink DMR radios for the onboard ATP unit and uplink and downlink DMR ground servers for the ground information transceiver unit, multiple independent data transmission channels are constructed, thereby realizing logical full-duplex communication at the application layer of the train control vehicle-to-ground wireless communication system and solving the problems of single-channel concurrency conflict and latency.

[0024] 2. The present invention provides a DMR-based moving block train control ground wireless communication system and method, which redundancy is set for uplink and downlink channels, significantly improving system availability and fault tolerance.

[0025] 3. The present invention provides a DMR-based moving block train control vehicle-to-ground wireless communication system and method, which designs a dedicated communication channel for RBC handover scenarios. Especially when the amount of RBC handover data increases sharply, an independent redundant channel is allocated to the handover party (another ground RBC) for communication, ensuring the communication quality and system reliability of the handover process. Attached Figure Description

[0026] Figure 1 This is a communication schematic diagram of the train control vehicle-to-ground wireless communication system of the present invention; Figure 2 This is a topology diagram of the vehicle-to-ground wireless communication channel in the redundancy mode of the present invention; Figure 3 This is a timing diagram of the full-duplex communication of the present invention; Figure 4 This is a schematic diagram of the communication channel in the RBC handover scenario of the present invention. Detailed Implementation

[0027] The following will be combined with the appendix Figures 1-4 The present invention will be further described in detail through preferred embodiments. The advantages and features of the present invention will become clearer from the following description. It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions, only for the purpose of conveniently and clearly illustrating the embodiments of the present invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of the present invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and objectives achieved by the present invention, should still fall within the scope of the technical content disclosed in the present invention.

[0028] This invention provides a DMR-based moving block train control vehicle-to-ground wireless communication system, such as... Figure 1 As shown, the train-to-ground wireless communication system includes: train control onboard equipment, train control ground equipment, and a DMR (Digital Mobile Radio) network communicatively connected to the train control onboard equipment and the train control ground equipment; the DMR network includes DMR base stations; the train control onboard equipment and the train control ground equipment exchange communication data through uplink communication channels and downlink communication channels.

[0029] The train control onboard equipment includes: an onboard ATP (Automatic Train Protection) unit; and multiple DMR radios, including at least an uplink DMR radio and a downlink DMR radio, all of which are communicatively connected to the onboard ATP unit.

[0030] The train control ground equipment includes: a ground information transceiver unit; multiple DMR ground servers, including at least an uplink DMR ground server and a downlink DMR ground server, all of which are communicatively connected to the ground information transceiver unit; the DMR radio and the DMR ground servers transmit first safety control information from the vehicle-mounted ATP unit to the ground information transceiver unit and / or second safety control information from the ground information transceiver unit to the vehicle-mounted ATP unit through the DMR base station.

[0031] In a specific embodiment of the present invention, the ground information transceiver unit includes a first ground RBC and a ground TSRS.

[0032] The onboard ATP unit has the following functions: receiving train operation permits and route data from the first ground RBC, receiving temporary speed limit commands from the ground TSRS, and acquiring train status data; the acquired train status data includes: the train's real-time speed, running distance, running direction, and precise location.

[0033] The first ground-based RBC is used to calculate train operation permits and provide track data; the train operation permit refers to the moving authorized endpoint where trains can safely operate. The ground-based TSRS is used to issue temporary speed limit orders.

[0034] Furthermore, the uplink communication channel and the downlink communication channel are independent of each other, forming a logical full-duplex communication.

[0035] like Figure 1 As shown, the transmission path of the uplink communication channel is: the on-board ATP unit → the uplink DMR radio → the DMR base station → the uplink DMR ground server → the first ground RBC / ground TSRS. The uplink communication channel is used to transmit the first safety control information in the on-board ATP unit to the first ground RBC / ground TSRS. The first safety control information includes: the train's precise location, real-time speed, direction of travel, and distance traveled.

[0036] Continue reading Figure 1 The transmission path of the downlink communication channel is: the first ground RBC / ground TSRS → the downlink DMR ground server → the DMR base station → the downlink DMR radio → the vehicle-mounted ATP unit. The downlink communication channel is used to transmit the second safety control information in the first ground RBC / ground TSRS to the vehicle-mounted ATP unit. The second safety control information includes: driving permission, route data, and temporary speed limit command.

[0037] In a specific embodiment of the present invention, the first safety control information sent by the on-board ATP unit is driven by train-side events. Within different time periods, the on-board ATP unit sends the first safety control information to the first ground RBC or ground TSRS in sequence. The second safety control information sent by the first ground RBC or ground TSRS is driven by ground-side events. The first ground RBC or ground TSRS sends the second safety control information to the on-board ATP unit in sequence.

[0038] like Figure 2 As shown, to meet the high reliability requirements of the train control ground wireless communication system and avoid communication channel interruption due to single-point equipment failure, the uplink communication channel is redundantly configured, that is, the uplink communication channel includes a first uplink communication channel and a second uplink communication channel; correspondingly, the uplink DMR radio includes a first uplink DMR radio and a second uplink DMR radio; the uplink DMR ground server includes a first uplink DMR ground server and a second uplink DMR ground server.

[0039] Furthermore, the transmission path of the first uplink communication channel is: vehicle-mounted ATP unit → first uplink DMR radio → DMR base station → first uplink DMR ground server → first ground RBC / ground TSRS; the transmission path of the second uplink communication channel is: vehicle-mounted ATP unit → second uplink DMR radio → DMR base station → second uplink DMR ground server → first ground RBC / ground TSRS.

[0040] Of course, the transmission path of the first uplink communication channel can also be: vehicle-mounted ATP unit → first uplink DMR radio → DMR base station → second uplink DMR ground server → first ground RBC / ground TSRS; the transmission path of the second uplink communication channel can also be: vehicle-mounted ATP unit → second uplink DMR radio → DMR base station → first uplink DMR ground server → first ground RBC / ground TSRS. In other words, within each independent uplink communication channel, there can be one independent uplink DMR radio and one independent uplink DMR ground server serving that uplink communication channel.

[0041] In the case of redundant uplink communication channels, the uplink communication channel is designed to function by using either the first uplink communication channel as the primary channel and the second uplink communication channel as the secondary channel, or by using the second uplink communication channel as the primary channel and the first uplink communication channel as the secondary channel.

[0042] Specifically, the primary uplink communication channel completes the transmission of the first safety control information from the vehicle-mounted ATP unit to the first ground RBC / ground TSRS; the secondary uplink communication channel is used to activate when the primary uplink communication channel fails.

[0043] Furthermore, such as Figure 4 As shown, the ground information transceiver unit also includes a second ground RBC, and the uplink communication channel also includes a third uplink communication channel. When the train enters the handover area, the onboard ATP unit not only sends the first safety control information to the first ground RBC or ground TSRS through the primary uplink communication channel, but also transmits uplink RBC handover data (such as registration information, location reports, etc.) to the second ground RBC through the third uplink communication channel. The uplink DMR radio also includes a third uplink DMR radio, and the uplink DMR ground server also includes a third uplink DMR ground server. The transmission path of the third uplink communication channel is: onboard ATP unit → third uplink DMR radio → DMR base station → third uplink DMR ground server → second ground RBC.

[0044] That is, when the train enters the handover area, the handover data of the uplink RBC is transmitted to the second ground RBC through the third uplink communication channel to reduce the data transmission pressure of the primary uplink communication channel.

[0045] Similarly, the downlink communication channel is also redundantly configured, that is, the downlink communication channel includes a first downlink communication channel and a second downlink communication channel; correspondingly, the downlink DMR radio includes a first downlink DMR radio and a second downlink DMR radio; the downlink DMR ground server includes a first downlink DMR ground server and a second downlink DMR ground server.

[0046] Furthermore, the transmission path of the first downlink communication channel is: first ground RBC / ground TSRS → first downlink DMR ground server → DMR base station → first downlink DMR radio → vehicle-mounted ATP unit; the transmission path of the second downlink communication channel is: first ground RBC / ground TSRS → second downlink DMR ground server → DMR base station → second downlink DMR radio → vehicle-mounted ATP unit.

[0047] Of course, the transmission path of the first downlink communication channel can also be: first ground RBC / ground TSRS → first downlink DMR ground server → DMR base station → second downlink DMR radio → vehicle-mounted ATP unit; the transmission path of the second downlink communication channel can also be: first ground RBC / ground TSRS → second downlink DMR ground server → DMR base station → first downlink DMR radio → vehicle-mounted ATP unit; that is to say, in each independent downlink communication channel, there is an independent downlink DMR ground server and downlink DMR radio to serve that downlink communication channel.

[0048] In the case of redundant downlink communication channels, the downlink communication channels are designed to function by using either the first downlink communication channel as the primary channel and the second downlink communication channel as the secondary channel, or by using the second downlink communication channel as the primary channel and the first downlink communication channel as the secondary channel.

[0049] Specifically, the primary downlink communication channel completes the transmission of the second safety control information from the first ground RBC / ground TSRS to the vehicle-mounted ATP unit; the secondary downlink communication channel is used to activate when the primary downlink communication channel fails.

[0050] Furthermore, such as Figure 4 As shown, the downlink communication channel also includes a third downlink communication channel. When the train enters the handover area, the first ground RBC or ground TSRS sends the second safety control information to the onboard ATP unit through the primary downlink communication channel, and the second ground RBC transmits downlink RBC handover data (such as takeover confirmation, new train operation permission, etc.) to the onboard ATP unit through the third downlink communication channel. The downlink DMR radio also includes a third downlink DMR radio, and the downlink DMR ground server also includes a third downlink DMR ground server. The transmission path of the third downlink communication channel is: second ground RBC → third downlink DMR ground server → DMR base station → third downlink DMR radio → onboard ATP unit.

[0051] That is, when the train enters the handover area, the downlink RBC handover data is transmitted to the on-board ATP unit through the third downlink communication channel to reduce the data transmission pressure on the main downlink communication channel.

[0052] Furthermore, such as Figure 3 As shown, through redundant expansion of the uplink and downlink communication channels, full-duplex communication of the first and second safety control information is achieved. That is, when the onboard ATP unit sends the first safety control information at time t, it transmits the information through the primary uplink communication channel. At any time, the first security control information is transmitted to the first ground RBC or ground TSRS; the first ground RBC or ground TSRS can... Upon receiving the first security control information, it sends out the second security control information and transmits it through the primary downlink communication channel. At any given time, the second safety control information is transmitted to the on-board ATP unit; in addition, another higher-priority first safety control information from the on-board ATP unit can also be transmitted. At time t (i.e., after the previous first safety control information transmission is completed), it is transmitted again to the first ground RBC or ground TSRS through the primary uplink communication channel; the first and second safety control information are transmitted in two independent uplink and downlink communication channels, without affecting the transmission of another first safety control information with higher priority; therefore, safety control information from different devices, as well as multiple safety control information with different priorities from the same device, can be transmitted efficiently in the shortest transmission time. If there is only one communication channel (i.e., in half-duplex mode), when the vehicle-mounted ATP unit sends the first safety control information at time t, it transmits the first ground RBC or ground TSRS through a preset communication channel transmission path. This first security control information is received at all times; and then in At any given time, the first ground RBC or ground TSRS will send the second safety control information and transmit it through the reverse transmission path of the original communication channel. The onboard ATP unit will then... If the second safety control information is received at all times, then another first safety control information with higher priority from the on-board ATP unit must be received at least... It will only be released at the right time.

[0053] Below is a more specific example: At time t, the onboard ATP unit sends a first safety control message to the first ground RBC via the primary uplink communication channel; the first ground RBC then... Upon receiving the first security control information, it sends out the second security control information and transmits it through the primary downlink communication channel. At any given time, the second safety control information is transmitted to the on-board ATP unit; in addition, another first safety control information from the on-board ATP unit can also be transmitted at that time. The primary uplink communication channel is used to transmit data to the ground TSRS at all times; the ground TSRS is in... Upon receiving the first security control message, a second security control message is sent, and then transmitted again through the primary downlink communication channel. At any given time, the second safety control information is transmitted to the on-board ATP unit.

[0054] To ensure that data exchange between the train control onboard equipment and the train control ground equipment meets the SIL4 safety standard (the highest level of functional safety requirement for safety-related systems in rail transit), an additional safety data protocol (approximately 100 bytes) has been added, as follows: Each of the uplink communication channels transmits first security control information via a lightweight communication protocol; each of the downlink communication channels transmits second security control information via a lightweight communication protocol.

[0055] Furthermore, by optimizing the packet lengths of the first and second security control information, the wireless transmission bandwidth usage is reduced, thereby improving the efficiency of vehicle-to-ground wireless communication. Specifically: a) The upgrade of the train electronic map is completed during the locomotive maintenance and preparation phase, and the frequency of electronic map version verification is reduced; b) The request and transmission period for differential information has been extended from 6s to 18s, and each differential information data packet is controlled to be within 200 bytes; c) The coverage of the mobile authorization information packet is adaptively adjusted according to the maximum operating speed of the line, etc.

[0056] The present invention also provides a wireless communication method based on the moving block train control vehicle-to-ground wireless communication system, the method comprising the following steps: S1, at time t, the on-board ATP unit is driven by a train-side event and sends the first safety control information to the first ground RBC or ground TSRS through the primary uplink communication channel; When the primary uplink communication channel fails or malfunctions, the on-board ATP unit sends the first safety control information to the first ground RBC or ground TSRS through the auxiliary uplink communication channel.

[0057] S2, in At any given time, after the first ground RBC or ground TSRS receives the first safety control information and is triggered by a ground-side event, the first ground RBC or ground TSRS sends the second safety control information to the vehicle-mounted ATP unit through the primary downlink communication channel. When the primary downlink communication channel fails or malfunctions, the first ground RBC or ground TSRS sends the second safety control information to the vehicle-mounted ATP unit through the auxiliary downlink communication channel.

[0058] Furthermore, when the train enters the handover area, the wireless communication method also includes: At time t, the onboard ATP unit also transmits uplink RBC handover data to the second ground RBC via the third uplink communication channel; exist At a certain time, after the second ground RBC receives the uplink RBC handover data and the first ground RBC or ground TSRS receives the first safety control information, the second ground RBC sends the downlink RBC handover data to the vehicle-mounted ATP unit through the third downlink communication channel.

[0059] In summary, the present invention provides a DMR-based moving block train control vehicle-to-ground wireless communication system and method. Based on the DMR network, through lightweight protocol, logical full-duplex and key scenario redundancy design, it achieves a vehicle-to-ground communication solution that meets the real-time and reliability requirements of train control at a significantly low cost, and is particularly suitable for flexible deployment in specific scenarios such as branch lines.

[0060] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0061] In the description of this invention, it should be understood that the terms "center," "height," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0062] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0063] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0064] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A DMR-based moving block train control ground wireless communication system, characterized in that, include: The train control onboard equipment, the train control ground equipment, and the DMR network that is communicatively connected to the train control onboard equipment and the train control ground equipment; the DMR network includes DMR base stations; the train control onboard equipment and the train control ground equipment exchange communication data through uplink communication channels and downlink communication channels, and constitute logical full-duplex communication; The train control onboard equipment includes: an onboard ATP unit; and multiple DMR radios, including at least an uplink DMR radio and a downlink DMR radio, all of which are communicatively connected to the onboard ATP unit. The train control ground equipment includes: a ground information transceiver unit; and multiple DMR ground servers, including at least an uplink DMR ground server and a downlink DMR ground server, all of which are communicatively connected to the ground information transceiver unit. The uplink DMR radio and the uplink DMR ground server communicate from the vehicle-mounted ATP unit to the ground information transceiver unit via the DMR base station. The downlink DMR radio and the downlink DMR ground server communicate from the ground information transceiver unit to the vehicle-mounted ATP unit via the DMR base station.

2. The moving block train control ground wireless communication system as described in claim 1, characterized in that, The ground information transceiver unit includes a first ground RBC and a ground TSRS.

3. The moving block train control ground wireless communication system as described in claim 2, characterized in that, The transmission path of the uplink communication channel is: the vehicle-mounted ATP unit → the uplink DMR radio → the DMR base station → the uplink DMR ground server → the first ground RBC / ground TSRS. The uplink communication channel is used to transmit the first safety control information in the vehicle-mounted ATP unit to the first ground RBC / ground TSRS.

4. The moving block train control ground wireless communication system as described in claim 3, characterized in that, The first safety control information includes: the train's precise location, real-time speed, direction of travel, and distance of travel provided by the onboard ATP unit.

5. The moving block train control ground wireless communication system as described in claim 3, characterized in that, The transmission path of the downlink communication channel is: the first ground RBC / ground TSRS → the downlink DMR ground server → the DMR base station → the downlink DMR radio → the vehicle-mounted ATP unit. The downlink communication channel is used to transmit the second safety control information in the first ground RBC / ground TSRS to the vehicle-mounted ATP unit.

6. The moving block train control ground wireless communication system as described in claim 5, characterized in that, The second safety control information includes: driving permission and route data calculated by the first ground RBC, and temporary speed limit orders issued by the ground TSRS.

7. The moving block train control ground wireless communication system as described in claim 5, characterized in that, The uplink communication channel includes at least a first uplink communication channel and a second uplink communication channel; the uplink DMR radio includes at least a first uplink DMR radio and a second uplink DMR radio; the uplink DMR ground server includes at least a first uplink DMR ground server and a second uplink DMR ground server. The first uplink DMR radio, the second uplink DMR radio, the first uplink DMR ground server, and the second uplink DMR ground server are all used for redundant expansion of the uplink communication channel to receive and transmit the first security control information.

8. The moving block train control ground wireless communication system as described in claim 7, characterized in that, The transmission path of the first uplink communication channel is: vehicle-mounted ATP unit → first uplink DMR radio → DMR base station → first uplink DMR ground server → first ground RBC / ground TSRS; the transmission path of the second uplink communication channel is: vehicle-mounted ATP unit → second uplink DMR radio → DMR base station → second uplink DMR ground server → first ground RBC / ground TSRS. Alternatively, the transmission path of the first uplink communication channel may be: vehicle-mounted ATP unit → first uplink DMR radio → DMR base station → second uplink DMR ground server → first ground RBC / ground TSRS; the transmission path of the second uplink communication channel may be: vehicle-mounted ATP unit → second uplink DMR radio → DMR base station → first uplink DMR ground server → first ground RBC / ground TSRS.

9. The moving block train control ground wireless communication system as described in claim 8, characterized in that, At least one of the first uplink communication channel and the second uplink communication channel is the primary uplink communication channel for transmitting the first security control information, and the other is a secondary uplink communication channel used when the primary uplink communication channel fails.

10. The moving block train control ground wireless communication system as described in claim 9, characterized in that, The downlink communication channel includes at least a first downlink communication channel and a second downlink communication channel; the downlink DMR radio includes at least a first downlink DMR radio and a second downlink DMR radio; the downlink DMR ground server includes at least a first downlink DMR ground server and a second downlink DMR ground server. The first downlink DMR radio, the second downlink DMR radio, the first downlink DMR ground server, and the second downlink DMR ground server are all used for redundant expansion of the downlink communication channel to receive and transmit the second security control information.

11. The moving block train control ground wireless communication system as described in claim 10, characterized in that, The transmission path of the first downlink communication channel is: first ground RBC / ground TSRS → first downlink DMR ground server → DMR base station → first downlink DMR radio → vehicle-mounted ATP unit; the transmission path of the second downlink communication channel is: first ground RBC / ground TSRS → second downlink DMR ground server → DMR base station → second downlink DMR radio → vehicle-mounted ATP unit. Alternatively, the transmission path of the first downlink communication channel may be: first ground RBC / ground TSRS → first downlink DMR ground server → DMR base station → second downlink DMR radio → vehicle-mounted ATP unit; the transmission path of the second downlink communication channel may be: first ground RBC / ground TSRS → second downlink DMR ground server → DMR base station → first downlink DMR radio → vehicle-mounted ATP unit.

12. The moving block train control ground wireless communication system as described in claim 11, characterized in that, At least one of the first downlink communication channel and the second downlink communication channel is the primary downlink communication channel for transmitting the second security control information, and the other is a secondary downlink communication channel used when the primary downlink communication channel fails.

13. The moving block train control ground wireless communication system as described in claim 11, characterized in that, The ground information transceiver unit also includes a second ground RBC, and the uplink communication channel also includes a third uplink communication channel. When the train enters the handover area, the on-board ATP unit not only sends the first safety control information to the first ground RBC / ground TSRS through the main uplink communication channel, but also transmits uplink RBC handover data to the second ground RBC through the third uplink communication channel. The uplink DMR radio also includes a third uplink DMR radio, and the uplink DMR ground server also includes a third uplink DMR ground server. The transmission path of the third uplink communication channel is: vehicle-mounted ATP unit → third uplink DMR radio → DMR base station → third uplink DMR ground server → second ground RBC.

14. The moving block train control ground wireless communication system as described in claim 13, characterized in that, The downlink communication channel also includes a third downlink communication channel. When the train enters the handover area, the first ground RBC / ground TSRS sends the second safety control information to the on-board ATP unit through the primary downlink communication channel, and the second ground RBC transmits downlink RBC handover data to the on-board ATP unit through the third downlink communication channel. The downlink DMR radio also includes a third downlink DMR radio, and the downlink DMR ground server also includes a third downlink DMR ground server. The transmission path of the third downlink communication channel is: second ground RBC → third downlink DMR ground server → DMR base station → third downlink DMR radio → vehicle-mounted ATP unit.

15. A method for wireless communication between train and ground in moving block train control based on DMR, implemented based on the communication system as described in any one of claims 1-14, characterized in that, This communication method includes the following process: S1, at time t, the on-board ATP unit is driven by a train-side event and sends the first safety control information to the first ground RBC or ground TSRS through the primary uplink communication channel; When the primary uplink communication channel fails or malfunctions, the on-board ATP unit sends the first safety control information to the first ground RBC or ground TSRS through the auxiliary uplink communication channel. S2, in At any given time, after the first ground RBC or ground TSRS receives the first safety control information and is triggered by a ground-side event, the first ground RBC or ground TSRS sends the second safety control information to the vehicle-mounted ATP unit through the primary downlink communication channel. When the primary downlink communication channel fails or malfunctions, the first ground RBC or ground TSRS sends the second safety control information to the vehicle-mounted ATP unit through the auxiliary downlink communication channel.

16. The communication method as described in claim 15, characterized in that, When the train enters the handover area, the communication method further includes: At time t, the onboard ATP unit also transmits uplink RBC handover data to the second ground RBC via the third uplink communication channel; exist At a certain time, after the second ground RBC receives the uplink RBC handover data and the first ground RBC or ground TSRS receives the first safety control information, the second ground RBC sends the downlink RBC handover data to the vehicle-mounted ATP unit through the third downlink communication channel.

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