A vehicle-mounted cabinet

Abstract

This application relates to a vehicle-mounted cabinet. The cabinet includes a main body and multiple independent modules, which are detachably connected within the main body. The modules include a transponder transmission unit chassis, a first fan chassis, a train interface unit chassis, a data recording and wake-up unit chassis, a pre-installed chassis, a computer chassis, and a second fan chassis. The main body of the cabinet includes at least a first cable tray, a second cable tray, and a third cable tray, which communicate with the chassis within the modules. The first cable tray houses the radio frequency cables connecting the cabinet to the vehicle-mounted antenna; the second cable tray houses the power cables for the cabinet and the modules; and the third cable tray houses the cables connecting the modules. The pre-installed chassis within the cabinet provide physical space for future functional upgrades. The first, second, and third cable trays categorize different cables, preventing cable routing chaos and improving the electromagnetic compatibility performance of the cabinet.

Description

Technical Field

[0001] This application relates to the field of railway train control system technology, and in particular to an on-board cabinet. Background Technology

[0002] Onboard cabinets are important hardware carriers for railway communication and signaling systems, especially in scenarios involving autonomous operation and virtual train formation, where they undertake key functions such as equipment integration, signal transmission, and power supply assurance.

[0003] However, existing onboard cabinets have some shortcomings. For example, traditional cabinets contain multiple functional modules that need to be connected by a large number of cables, resulting in messy and overlapping wiring, poor electromagnetic compatibility (EMC) performance, and susceptibility to signal interference, affecting the accurate transmission of train control commands. In addition, the hardware architecture of traditional cabinets is relatively fixed. When it is necessary to support higher-level standards or add new communication interfaces, it is often necessary to replace hardware boards or even the entire cabinet, resulting in high upgrade costs, long cycles, and insufficient scalability and flexibility. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle-mounted cabinet that can classify and place cables and has strong expandability to address the above-mentioned technical problems.

[0005] This application provides a vehicle-mounted cabinet, which includes a cabinet body and multiple independent modules. The modules are detachably connected to the cabinet body. The multiple modules include a transponder transmission unit chassis, a first fan chassis, a train interface unit chassis, a data recording and wake-up unit chassis, a pre-installed chassis, a computer chassis, and a second fan chassis.

[0006] The main body of the cabinet includes at least a first cable tray, a second cable tray, and a third cable tray. The first cable tray, the second cable tray, and the third cable tray are connected to the chassis of multiple modules. The first cable tray is used to place the radio frequency cable connecting the cabinet and the vehicle antenna. The second cable tray is used to place the power cable of the cabinet and multiple modules. The third cable tray is used to place the cable connecting multiple modules.

[0007] In one embodiment, the main body of the cabinet is also provided with an external interface, a radio frequency interface, a filter, and an acceleration sensor; the external interface is located at the bottom of the main body of the cabinet and is used to connect with the train; the radio frequency interface is located at the top of the main body of the cabinet and is used to connect with the vehicle-mounted antenna; the filter is located on the back of the mounting plate of the external interface, and the acceleration sensor is located at the bottom of the main body of the cabinet.

[0008] In one embodiment, the main body of the cabinet is further provided with a fourth, fifth, and sixth cable tray. The first, second, and third cable trays are located on one side of the main body of the cabinet, while the fourth, fifth, and sixth cable trays are located on the other side of the main body of the cabinet. The fourth, fifth, and sixth cable trays are also connected to the chassis of the multiple modules. The first and fourth cable trays are used to house the radio frequency cables connecting the cabinet to the vehicle-mounted antenna. The second and fifth cable trays are used to house the power cables of the cabinet and the multiple modules. The third and sixth cable trays are used to house the cables connecting the multiple modules.

[0009] In one embodiment, the first groove and the fourth groove are symmetrically arranged, the second groove and the fifth groove are symmetrically arranged, and the third groove and the sixth groove are symmetrically arranged.

[0010] In one embodiment, the transponder transmission unit chassis, the first fan chassis, the train interface unit chassis, the data recording and wake-up unit chassis, the pre-installed chassis, the computer chassis, and the second fan chassis are arranged sequentially from the bottom to the top of the main cabinet body, and the height of the pre-installed chassis includes at least 3 rack units.

[0011] In one embodiment, the train interface unit chassis includes a train interface unit chassis housing, a relay, and a disconnect switch, with the relay and disconnect switch disposed within the train interface unit chassis housing.

[0012] In one implementation, the external interface includes four heavy-duty connectors, which integrate multiple signal lines for communication between the cabinet and the train.

[0013] In one embodiment, the first fan housing contains three fans, and the second fan housing contains six fans.

[0014] In one embodiment, a fan shroud is provided on the top of the second fan chassis to direct airflow into the computer chassis.

[0015] In one embodiment, a vehicle-mounted computer is installed inside the computer chassis. The vehicle-mounted computer is a CASCO safety computer CVC-300C.

[0016] The aforementioned vehicle-mounted cabinet, by setting up pre-installed chassis, leaves the space in the pre-installed chassis temporarily empty, providing ample physical space for future functional upgrades or the addition of new equipment, thus facilitating upgrades to the vehicle-mounted cabinet. By using first, second, and third cable trays to categorize different cables, problems such as messy wiring and crisscrossing are avoided. Electromagnetic radiation from power cables will not interfere with signal lines, and high-frequency signals from RF cables will not be attenuated due to contact with other cables, effectively improving the cabinet's electromagnetic compatibility performance. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a structural schematic diagram of a vehicle-mounted cabinet provided in an embodiment of this application;

[0019] Figure 2 A side view of a vehicle-mounted cabinet provided in an embodiment of this application;

[0020] Figure 3 This application provides a schematic diagram illustrating the connection of various modules in a vehicle-mounted cabinet.

[0021] Figure 4 A schematic diagram of the top structure of a vehicle-mounted cabinet provided in an embodiment of this application;

[0022] Figure 5 This is a schematic diagram of a fan shroud in a vehicle-mounted cabinet, provided as an embodiment of this application.

[0023] In the picture:

[0024] 110 - Cabinet body; 120 - Transponder transmission unit chassis; 130 - First fan chassis; 140 - Train interface unit chassis; 150 - Data recording and wake-up unit chassis; 160 - Pre-installed chassis; 170 - Computer chassis; 180 - Second fan chassis; 1900 - Fan cover;

[0025] 101 - External interface; 102 - RF interface; 103 - Filter; 104 - First slot; 105 - Second slot; 106 - Third slot; 107 - Fourth slot; 108 - Fifth slot; 109 - Sixth slot. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0027] It should be noted that the terms "first," "second," etc., used in this application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0028] refer to Figure 1 and Figure 2 , Figure 1 This is a structural schematic diagram of a vehicle-mounted cabinet provided in an embodiment of this application. Figure 2 This is a side view diagram of a vehicle-mounted cabinet provided as an embodiment of this application. Figure 1 and Figure 2 As shown, this application provides a vehicle-mounted cabinet, which includes a cabinet body 110 and multiple independent modules. The modules are detachably connected within the cabinet body 110. The multiple modules include a transponder transmission unit chassis 120, a first fan chassis 130, a train interface unit chassis 140, a data recording and wake-up unit chassis 150, a pre-installed chassis 160, a computer chassis 170, and a second fan chassis 180. The cabinet body 110 includes at least a first cable tray 104, a second cable tray 105, and a third cable tray 106. The first cable tray 104, the second cable tray 105, and the third cable tray 106 communicate with the chassis of the multiple modules. The first cable tray 104 is used to house the radio frequency cables connecting the cabinet to the vehicle-mounted antenna, the second cable tray 105 is used to house the power cables of the cabinet and the multiple modules, and the third cable tray 106 is used to house the cables connecting the multiple modules.

[0029] This application provides an on-board unit cabinet, which includes a main cabinet body 110 and multiple independent modules. Each module is detachably connected to the main cabinet body 110 via a standard rack-mount structure, enabling modular assembly, replacement, and maintenance. Each module has a clearly defined function and works collaboratively to support key functions such as autonomous train operation, virtual train formation, and train-to-train communication. The pre-installed chassis 160 is an empty chassis with a certain amount of space. By setting up the pre-installed chassis 160, the space where it is located is temporarily empty, providing sufficient physical space for subsequent functional upgrades or the addition of new equipment, thus facilitating upgrades to the on-board unit cabinet.

[0030] like Figure 2As shown, the main body 110 of the cabinet is equipped with a first cable tray 104, a second cable tray 105, and a third cable tray 106. These cable trays are all connected to the chassis of each module via internal cabling channels, providing dedicated and independent cabling space for different types of cables. Specifically, the first cable tray 104 is dedicated to housing RF cables connecting the cabinet to the vehicle-mounted antenna. These cables transmit BeiDou positioning signals and vehicle-to-vehicle communication high-frequency signals; the dedicated cable tray prevents signal attenuation caused by crossing with other cables. The second cable tray 105 accommodates power cables for the cabinet and all modules. These cables generate electromagnetic radiation when transmitting power; centralized placement reduces interference with signal cables. The third cable tray 106 is used to house various signal cables connecting multiple modules, including serial cables, network cables, and I / O cables. These cables are the core channels for data interaction between modules; orderly placement ensures stable signal transmission.

[0031] refer to Figure 3 , Figure 3 This is a schematic diagram illustrating the connection of various modules in a vehicle-mounted cabinet, as provided in an embodiment of this application. Figure 3 As shown, the power supply link of the external interface 101 supplies power to all electrical modules in the cabinet through power cables, including the transponder transmission unit, the first fan, the train interface unit, the data recording and wake-up unit, the CASCO safety computer CVC-300C, and the second fan, realizing centralized power supply and unified distribution for the entire cabinet.

[0032] External interface 101 enables the CASCO safety computer CVC-300C to interact with external devices. Specifically, external interface 101 directly connects to the CASCO safety computer CVC-300C via a communication cable, facilitating signal exchange between the cabinet and the train system. The transponder transmission unit connects to the CASCO safety computer CVC-300C via a communication cable, transmitting ground transponder data (such as track gradient, speed limits, etc.) to the CASCO safety computer CVC-300C, providing track reference information for the CVC-300C's train control decisions. The CASCO safety computer CVC-300C communicates with the Train Interface Unit (TIR) ​​via a communication cable. The CASCO safety computer CVC-300C issues control commands such as automatic driving and braking to the TIR, while the TIR provides feedback on the train's operating status (such as speed and braking status) to the CASCO safety computer CVC-300C. The CASCO safety computer CVC-300C and the Data Recording and Wake-up Unit (DWUM) are connected via a communication cable. The CASCO safety computer CVC-300C transmits system operation logs and fault data to the DWUM, and the DWUM sends a remote wake-up signal to the CASCO safety computer CVC-300C.

[0033] In addition, there is a communication connection between the Train Interface Unit (TIR) ​​and the DWUM. The TIR synchronously transmits some train status signals to the DWUM to supplement the DWUM's recorded data. The CASCO safety computer CVC-300C can also communicate with the first and second fans, issuing speed control commands to them to achieve heat dissipation control. Figure 3 The power cable can be placed in the second cable tray 105. Figure 3 The communication cables can be placed in the third cable tray 106 to separate the power cables from the communication cables, avoiding problems such as messy wiring and interference with signal transmission.

[0034] Each module in this embodiment can be disassembled independently, avoiding the drawbacks of traditional non-modular cabinet equipment that requires additional supports and overall disassembly for maintenance. For example, when DWUM malfunctions, maintenance personnel can directly remove and replace it from the main cabinet 110 without affecting the normal operation of other modules, significantly reducing maintenance costs and downtime. The categorized cable trays solve the problems of messy and crisscrossed cabling in traditional cabinets. In this embodiment, the electromagnetic radiation generated by the power cables will not interfere with signal lines, and the high-frequency signals of the RF cables will not be attenuated due to contact with other cables, effectively improving the electromagnetic compatibility (EMC) performance of the cabinet and meeting the high signal accuracy requirements of railway train control systems. Each module achieves efficient collaboration through classified cable trays. For example, the computer chassis 170 receives ground line data and acceleration sensor operation data collected by the BTM through the data transmission line placed in the third cable tray 106, obtains stable power supply after being processed by the filter 103 through the power line placed in the second cable tray 105, and then sends control commands to the TIR through the data transmission line placed in the third cable tray 106. Finally, the TIR transmits the commands to the train, forming a complete control link to ensure the accuracy and safety of the train's autonomous operation.

[0035] like Figure 1 As shown in one embodiment of this application, the cabinet body 110 is further provided with an external interface 101, a radio frequency interface 102, a filter 103, and an acceleration sensor; the external interface 101 is located at the bottom of the cabinet body 110 and is used to connect with the train; the radio frequency interface 102 is located at the top of the cabinet body 110 and is used to connect with the vehicle antenna; the filter 103 is located on the back of the mounting plate of the external interface 101, and the acceleration sensor is located at the bottom of the cabinet body 110.

[0036] The external interface 101 is located at the bottom of the main body of the cabinet 110, close to the interface area of ​​the train body, facilitating physical connection with the train via cables. As the interaction hub between the cabinet and the train, the external interface 101 performs two main functions. The first is power transmission; the external interface 101 receives power from the train's power supply system, providing a stable power source for all modules within the cabinet (including the computer chassis 170, BTM, fans, etc.), serving as the energy entry point for the cabinet's operation. The second function is signal interaction; through multiple integrated signal lines, one end connects to the train, and the other end connects to the external interface 101 of the cabinet, enabling bidirectional communication between the cabinet and the train control system. This allows the cabinet to receive train operating status signals (such as speed, braking status, door status, etc.) and send automatic driving control commands (such as acceleration, deceleration, stopping, maintaining a safe distance, etc.) to the train.

[0037] The RF interface 102 is located at the top of the cabinet body 110, adjacent to the roof-mounted antenna (vehicle-mounted antenna), which minimizes the transmission distance of the RF cable and reduces high-frequency signal loss during transmission. For example, Figure 1 As shown, the radio frequency interface 102 includes eight interfaces: K1, K2, K3, K4, K5, K6, K7, and K8. In railway train control systems, the transmission quality of high-frequency wireless signals such as BeiDou positioning signals and vehicle-to-vehicle communication signals directly affects train positioning accuracy and communication reliability. The radio frequency interface 102 is connected to the roof-mounted combined antenna via a dedicated radio frequency cable, enabling efficient reception of positioning data transmitted by BeiDou satellites. Simultaneously, it wirelessly transmits train operating status and location information to other trains or ground control centers, serving as a crucial interface for realizing autonomous operation and virtual train formation for freight trains. The radio frequency cable connected to the radio frequency interface 102 can be arranged in the first cable tray 104, achieving isolation from other cables and preventing cable cross-stacking that could lead to wiring chaos. Furthermore, it avoids the influence of other cables on radio frequency signal transmission.

[0038] The filter 103 is installed on the back of the mounting plate of the external interface 101. A railway-specific EMI filter 103 is selected, and its main function is to filter the externally input power supply. During operation, the train power supply system may generate noise due to motor starting, line interference, etc. If this noise is directly input into the cabinet equipment, it may cause electronic component failure, signal processing errors, and other problems. The EMI filter 103 can effectively filter out common-mode and differential-mode interference from the power grid, providing clean and stable power to each module and ensuring the reliability of equipment operation from the source.

[0039] An acceleration sensor is located at the bottom of the main cabinet 110, enabling real-time and accurate collection of acceleration information (including jerk and deceleration) during train operation. This data is transmitted via signal cables to the computer chassis 170, where it is fused with BeiDou positioning data and BTM ground track data to provide a basis for automatic train control. For example, when the train's acceleration exceeds a safety threshold, the computer can automatically generate a deceleration command to prevent safety risks caused by speeding or sudden acceleration. On special sections such as curves and slopes, acceleration data can also assist in optimizing driving strategies and improving operational smoothness.

[0040] In this embodiment, the power input from the external interface 101 is processed by the filter 103 and then distributed to each module via the power cable placed in the second cable tray 105, ensuring that the equipment operates in a stable power supply environment. The BeiDou positioning signal received by the radio frequency interface 102 is transmitted to the computer chassis 170 via the radio frequency cable placed in the first cable tray 104. After being fused with the data collected by the accelerometer, an accurate positioning result is generated. The control commands generated by the computer chassis 170 based on these data are transmitted to the TIR via the data transmission line placed in the third cable tray 106, and then transmitted to the train via the external interface 101, forming a closed loop of signal acquisition, data processing, and command execution, improving the operational stability, signal processing accuracy, and safety redundancy capabilities of the cabinet.

[0041] In one embodiment of this application, reference is made to Figure 4 , Figure 4 This is a schematic diagram of the top structure of a vehicle-mounted cabinet provided in an embodiment of this application. Figure 4 As shown, the main body of the cabinet 110 is also equipped with a fourth cable tray 107, a fifth cable tray 108, and a sixth cable tray 109. The first cable tray 104, the second cable tray 105, and the third cable tray 106 are located on one side of the main body of the cabinet 110, while the fourth cable tray 107, the fifth cable tray 108, and the sixth cable tray 109 are located on the other side of the main body of the cabinet 110. The fourth cable tray 107, the fifth cable tray 108, and the sixth cable tray 109 also connect to the chassis of multiple modules. The first cable tray 104 and the fourth cable tray 107 are used to house the RF cables connecting the cabinet to the vehicle-mounted antenna. The second cable tray 105 and the fifth cable tray 108 are used to house the power cables for the cabinet and multiple modules. The third cable tray 106 and the sixth cable tray 109 are used to house the cables connecting multiple modules.

[0042] In this embodiment, the first cable tray 104, the second cable tray 105, and the third cable tray 106 are located on one side of the cabinet body 110, and the fourth cable tray 107, the fifth cable tray 108, and the sixth cable tray 109 are located on the other side of the cabinet body 110. For example, the first cable tray 104, the second cable tray 105, and the third cable tray 106 are located on the left side of the cabinet body 110, and the fourth cable tray 107, the fifth cable tray 108, and the sixth cable tray 109 are symmetrically located on the right side of the cabinet body 110. All cable trays are connected to the corresponding chassis in multiple modules through a through-channel inside the cabinet, ensuring that cables can be directly connected to the interfaces of each module. The first cable tray 104 and the fourth cable tray 107 are both used to place the radio frequency cables connecting the cabinet to the vehicle antenna. When there are many radio frequency cables (such as simultaneously transmitting Beidou positioning signals, vehicle-to-vehicle communication signals, and vehicle-to-ground communication signals), the double-sided cable trays can achieve classified wiring. For example, the left cable tray can place positioning signal cables, and the right cable tray can place communication signal cables, avoiding mutual interference between different types of high-frequency signals. The second cable tray 105 and the fifth cable tray 108 are both used to house the power cables for the cabinet and various modules. The nearest cable tray can be selected based on the interface location of each module. Furthermore, a dual-sided power supply redundancy layout can be formed, ensuring power supply to core equipment even if one side experiences a power cable failure, thus improving power reliability. The third cable tray 106 and the sixth cable tray 109 are used to house signal cables connecting multiple modules. They can be laid out according to signal flow direction; for example, input signal cables (such as cables transmitting data from sensors to computers) can be placed in the left cable tray, while output signal cables (such as cables transmitting commands from computers to TIR systems) can be placed in the right cable tray, further reducing signal crosstalk.

[0043] The dual-sided cable tray design fully utilizes the side space of the main cabinet (110mm), avoiding the wiring difficulties and heat dissipation obstruction problems caused by excessive cable accumulation in a single-sided cable tray. The cable trays can be made of metal, which not only possesses good mechanical strength, securing cables and resisting vibrations and impacts during train operation, but also provides electromagnetic shielding. The metal cable trays block external electromagnetic interference from entering the cables and prevent leakage of internal electromagnetic radiation from the cables. Combined with categorized cabling, this further enhances the cabinet's EMC performance. Furthermore, the dual-sided cable tray layout provides ample cabling space for future functional expansion. When new equipment is added or functions are upgraded, cabling can be directly carried out using the empty cable trays on the other side without modifying the existing cables.

[0044] In this embodiment, the dual-sided cable tray design is adapted to the modular structure of the cabinet. Each module is arranged vertically within the cabinet, and its left and right side interfaces can directly connect to cables in the same side cable tray, shortening cable length and reducing signal attenuation during transmission. When maintenance is required, personnel can quickly locate the corresponding cable for a module using the dual-sided cable tray. For example, to disassemble the computer chassis 170, simply disconnect the cables connected to that module in the third cable tray 106 on the left and the sixth cable tray 109 on the right. This operation is convenient and does not affect the cable connections of other modules. The synergistic effect of the dual-sided categorized cable trays and modular modules makes the internal cabling of the cabinet more organized, reliable, and scalable, effectively solving the problems of chaotic cable management and difficult upgrades in traditional cabinets.

[0045] In one embodiment of this application, as Figure 4 As shown, the first groove 104 and the fourth groove 107 are symmetrically arranged, the second groove 105 and the fifth groove 108 are symmetrically arranged, and the third groove 106 and the sixth groove 109 are symmetrically arranged.

[0046] In this embodiment, the symmetrical layout of the cable trays facilitates cabling operations. The installation and cabling of railway equipment must adhere to strict specifications. The symmetrical design allows installers to lay cables on both sides according to a unified standard, eliminating the need for separate single-sided cabling schemes and significantly improving installation efficiency. For example, when radio frequency cables are routed in the symmetrical first cable tray 104 and fourth cable tray 107, they can be laid parallel to the guide rails on both sides of the cabinet. The bending angle and fixed spacing of the cables are consistent, avoiding problems such as cable crossing and uneven stress that may occur with single-sided cabling. When power cables are distributed in the symmetrical second cable tray 105 and fifth cable tray 108, the length and direction of the cables on both sides remain consistent, balancing the power transmission path on both sides of the cabinet, reducing voltage drops caused by differences in cable length, and ensuring stable and consistent power supply voltage for each module.

[0047] Secondly, the symmetrical layout gives the cabinet superior mechanical performance. Trains generate continuous vibrations during operation, and the direction of these vibrations is uncertain. The symmetrically arranged cable trays ensure that the weight of the cables inside the cabinet is evenly distributed, keeping the cabinet's center of gravity in the center position. This reduces the impact of vibration on the cabinet structure and also lowers the risk of cable connectors becoming loose or falling off due to vibration.

[0048] Furthermore, the symmetrical cable tray design enhances cable isolation and signal transmission stability. The symmetrical layout creates mirror isolation between different types of cables on both sides. For example, the RF cables in the first cable tray 104 on the left and the RF cables in the fourth cable tray 107 on the right are symmetrical, separated by the cabinet body 110 and the modules, further reducing mutual interference between high-frequency signals. When power cables are symmetrically arranged on both sides, their electromagnetic radiation partially cancels each other out, reducing the interference intensity on adjacent signal cables.

[0049] In this embodiment, a comprehensive anti-interference system is constructed using symmetrical metal cable trays, a filter 103, and shielded cables, enabling the cabinet to maintain stable signal transmission even in the complex electromagnetic environment of train operation. The balanced weight distribution resulting from the symmetrical layout, combined with the detachable module design, makes the cabinet more stable during maintenance, avoiding operational risks caused by center of gravity shift. The symmetrical cable tray design further enhances the cabinet's reliability, maintainability, and anti-interference capabilities, meeting the stringent requirements of railway train control systems.

[0050] In one embodiment of this application, as Figure 1 As shown, the transponder transmission unit chassis 120, the first fan chassis 130, the train interface unit chassis 140, the data recording and wake-up unit chassis 150, the pre-installed chassis 160, the computer chassis 170, and the second fan chassis 180 are arranged sequentially from the bottom to the top of the main cabinet body 110. The height of the pre-installed chassis 160 includes at least 3 rack units.

[0051] The vertical layout of each module combines the functional characteristics and operational requirements of each device. Among them, the transponder transmission unit chassis 120 (BTM), as the main device for receiving ground transponder signals, is located at the bottom of the cabinet. This position is close to the train track side, which can shorten the signal transmission path between the BTM and the ground transponder, reduce signal attenuation, and ensure the accuracy of receiving ground line data (such as line gradient, curvature, speed limit, etc.).

[0052] The first fan enclosure 130 is located adjacent to the top of the BTM. The BTM consumes a certain amount of power and generates heat during operation. The first fan enclosure 130 can provide targeted heat dissipation support for the BTM and surrounding modules to avoid excessive local temperature affecting the performance of the equipment.

[0053] The data logging and wake-up unit chassis 150 (DWUM) is located in the middle of the cabinet, a position that facilitates signal interaction with the modules above and below. It can transmit operation log data to the computer chassis 170 upwards and receive train status information transmitted by TIR downwards. At the same time, the vibration intensity in the middle position is relatively small, which helps to ensure the stability of the internal storage modules of DWUM.

[0054] The pre-installed chassis 160 is positioned between the DWUM and the computer chassis 170, reserving a standardized installation space of 3U height. This space is compatible with common 3U rack-mount equipment, providing ample physical space for future functional upgrades or the addition of new equipment.

[0055] The computer chassis 170, as the control core of the train control system, is located in the upper part of the cabinet. This position is far away from the vibration and heat sources at the bottom, which can provide a more stable operating environment for the core computing unit. At the same time, it is convenient to receive Beidou positioning signals from the top radio frequency interface 102 and various data from the middle module.

[0056] The second fan chassis 180 is located at the top of the cabinet and serves as the main heat dissipation device for the entire cabinet. It can focus on cooling the core high-power devices such as the computer chassis 170 at the top, ensuring that the temperature rise of the core modules is controlled within a safe range.

[0057] The layout design adopted in this embodiment makes the functional cooperation of each module more efficient and smoother. The ground line data collected by the BTM is quickly transmitted to the DWUM in the middle for storage via the signal cables in the third cable tray 106 or the sixth cable tray 109, and simultaneously transmitted to the computer chassis 170 at the top for processing. The computer chassis 170 combines the Beidou positioning signal and the acceleration sensor data to generate automatic driving control commands, which are transmitted to the train interface unit chassis 140 at the bottom via the middle module, and then sent to the train through the external interface 101 to achieve rapid command response. The second fan chassis 180 at the top and the first fan chassis 130 at the bottom cooperate to ensure that each module can obtain sufficient cooling airflow to dissipate heat from each working device.

[0058] The pre-installed 160mm chassis with 3U reserved space enhances the rack's expandability, addressing the pain points of traditional racks' fixed hardware architecture and difficult upgrades. Future upgrades to CTCS-3 / ETCS-2 level train control systems, or the addition of 5G communication modules, additional positioning enhancement modules, etc., do not require modification of the main 110mm rack structure. Only the corresponding 3U standardized equipment needs to be installed within the reserved space, and power and signal connections can be quickly established via pre-installed heavy-duty connectors, thus completing the functional expansion and significantly reducing upgrade costs and timelines. This embodiment employs an independent modular design to reserve a certain amount of standardized space, enabling the rack to adapt to the rapid development of railway train control technology and possess long-term usability.

[0059] In one embodiment of this application, the train interface unit chassis 140 includes a chassis 140 housing, a relay, and a disconnect switch, with the relay and disconnect switch disposed within the chassis 140 housing.

[0060] The 140 train interface unit enclosure can be made of high-strength aluminum alloy, which is not only lightweight, reducing the overall weight of the cabinet, but also has excellent heat dissipation and corrosion resistance, enabling it to withstand the complex environment during train operation (such as temperature fluctuations, vibration, dust, etc.). The enclosure adopts a 19-inch standard rack-mount design, with a height that is compatible with the mounting rails of the 110 cabinet body. No additional mounting brackets are required; it can be directly embedded into the cabinet for fixation. The standardized dimensions also facilitate future disassembly and replacement.

[0061] The relays inside the enclosure can be safety relays specifically designed for railway train control systems. These relays meet SIL4 safety standards, feature a forced-guided structure and redundant contact design, effectively preventing contact sticking, malfunctions, and other faults, ensuring the safety and reliability of signal transmission. The main function of the safety relays is to convert and transmit switching signals between the control cabinet and the train. On one hand, they convert the low-voltage control commands generated by the computer cabinet 170 into high-voltage signals recognizable by the train (such as braking commands and traction commands); on the other hand, they convert the train's high-voltage status signals (such as power status and braking feedback signals) into low-voltage signals, feeding them back to the computer cabinet 170 for processing. This signal conversion function is crucial for ensuring smooth communication between the train control system and the train's execution layer, and the high reliability of the safety relays eliminates the risk of train operation caused by false signal triggering at the hardware level.

[0062] The isolating switch can be manually operated and integrated into the front panel of the chassis for easy operation by maintenance personnel. Its main function is to electrically isolate the train interface unit chassis 140 from other modules and the train system within the cabinet during maintenance or troubleshooting. The isolating switch can cut off the power connection to prevent electric shock during maintenance; it can also cut off the signal connection to avoid signal interference to other modules or the train system during maintenance operations. For example, when the TIR malfunctions and needs repair, maintenance personnel can use the isolating switch to disconnect it from the computer chassis 170 and the external interface 101, and then remove the TIR from the cabinet. Other modules can still operate normally at this time, significantly improving the flexibility and safety of maintenance and avoiding the drawbacks of traditional cabinet maintenance requiring complete system shutdown.

[0063] In this embodiment, the signal conversion function of the safety relay ensures accurate and safe signal interaction between the computer chassis 170 and the train. Combined with the EMC design of the cabinet (shielded cables, categorized cable trays), it effectively reduces signal interference and improves the execution accuracy of control commands. The detachable design of the isolating switch and modules makes maintenance safer and more efficient, reducing maintenance costs and downtime. The integrated chassis structure integrates power conversion, signal transmission, and safety isolation functions, reducing cable connections between modules, further optimizing the wiring environment inside the cabinet, and improving EMC performance. Meanwhile, the TIR, as the signal bridge between the cabinet and the train, directly affects the overall reliability of the train control system. The integrated, high-safety-level structural design of the train interface unit chassis 140 provides a guarantee for the autonomous operation of the train.

[0064] In one embodiment of this application, as Figure 1 As shown, the external interface 101 includes four heavy-duty connectors (J1, J2, J3 and J4), which integrate multiple signal lines for communication between the cabinet and the train.

[0065] Heavy-duty connectors can be selected from high-density heavy-duty connectors specifically designed for railway equipment. These connectors feature high protection levels, vibration resistance, shock resistance, and resistance to high and low temperatures, making them suitable for the harsh environment of train operation. They effectively resist the corrosion of rainwater, dust, and oil, and can operate stably in both high and low temperature environments. They can also withstand the continuous vibration and impact generated during train operation, ensuring the reliability of cable connections and preventing signal interruptions or power failures caused by environmental factors.

[0066] All four heavy-duty connectors are mounted on the external interface 101 mounting plate at the bottom of the cabinet, allowing for functional division of labor. For example, two connectors are dedicated to power transmission, integrating the main power cables and backup power cables required by the cabinet, achieving dual-power redundancy. This ensures that even if one power supply fails, the other can be quickly switched to guarantee continuous power supply to the cabinet. The other two connectors are used for signal transmission, integrating hundreds of cables such as control signal lines, status feedback signal lines, and data interaction signal lines, covering all signal interaction needs between the cabinet and the train. This clearly defined functional design avoids confusion between different types of signals and facilitates installation and maintenance. During installation, the connectors can be connected one by one according to their functions. During maintenance, the faulty cable can be quickly located by the function markings on the connectors, eliminating the need to check scattered cables one by one.

[0067] Integrating hundreds of signal lines that interact with the train into four heavy-duty connectors significantly reduces the number of external cables, avoiding problems such as cable tangling, wear, and detachment, thus lowering the probability of malfunctions. It also simplifies the connection process between the cabinet and the train. Traditionally, scattered cables require individual connection and securing, a cumbersome and error-prone process. The heavy-duty connectors use a plug-in connection; simply connect the four connectors to the corresponding interfaces on the train and lock them in place, greatly improving installation efficiency. Furthermore, it enhances connection stability. The locking mechanism of the heavy-duty connectors features an anti-loosening design, effectively preventing connector loosening caused by train vibrations and ensuring the continuity of power and signal transmission.

[0068] In this embodiment, the integrated design of the four heavy-duty connectors makes the external connections of the cabinet simpler and neater, without affecting the disassembly and replacement of modules inside the cabinet. The integrated signal design, combined with classified cable trays and shielded cables, reduces interference during signal transmission and ensures the accuracy of control commands and status feedback. The heavy-duty connector design of the external interface 101 improves the reliability, installation efficiency, and maintainability of the train control system, adapting to the needs of autonomous operation of freight trains.

[0069] In one embodiment of this application, three fans are provided in the first fan housing 130, and six fans are provided in the second fan housing 180.

[0070] The number and configuration of fans are designed based on the power consumption and heat dissipation requirements of each module. The first fan enclosure 130 is mounted above the transponder transmission unit enclosure 120 (BTM). As a signal receiving and processing module, the BTM's main power consumption is concentrated in its internal signal decoding chip and communication module, resulting in relatively moderate power consumption (typically 50W~80W). The three fans are arranged in a triangular pattern, generating sufficient airflow to cover the entire heat dissipation surface of the BTM, quickly removing the heat generated during operation and ensuring that the BTM's operating temperature is controlled within a safe range of 0℃~45℃, preventing signal decoding errors or equipment malfunctions due to overheating. The second fan chassis 180 is installed at the top of the rack, corresponding to the two CASCO safety computer CVC-300C chassis below. The computer chassis 170, as the control core of the train control system, integrates multiple computing boards, storage modules and interface chips. It has a large power consumption and is the main heat source in the rack. The six fans are evenly arranged in two rows and three columns, which can generate stronger airflow and form a continuous and stable airflow. The cooling of the computer chassis 170 is specifically designed to ensure that the core computing unit can maintain good computing performance in high-temperature environments.

[0071] In this embodiment, the fan can be powered by DC 24V, compatible with the power supply system of the cabinet, and features stable speed and energy saving. The fan is installed using a shock-resistant fixing method, with rubber shock-absorbing pads between the fan and the cabinet. This effectively absorbs vibrations during train operation, reduces fan noise, and prevents damage to the fan blades or loosening of connections due to vibration, thus extending the fan's lifespan. Each fan cabinet's front panel is equipped with a fan operating status indicator light, connected in series with the fan's power circuit. When the fan is operating normally, the indicator light illuminates (e.g., green). When a fan malfunctions (e.g., stops or short-circuit), the indicator light goes out or illuminates a fault light (e.g., red). Maintenance personnel can monitor the fan's operating status in real time through the indicator lights, quickly identify faults, and replace the faulty fan, preventing poor cabinet heat dissipation due to fan failure.

[0072] Two fan enclosures work together to cool the equipment in each module. External cool air enters through the front door of the cabinet, is accelerated by the first fan enclosure 130, and then flows through the lower and middle modules such as BTM, TIR, and DWUM, carrying away heat. Cool air drawn in by the second fan enclosure 180 flows primarily through the computer enclosure 170, absorbing a large amount of heat from the core equipment. The hot air is then exhausted outside the cabinet through the second fan enclosure 180, exchanging heat with the external environment to achieve overall cabinet cooling. This differentiated fan configuration ensures that the cooling needs of each module are met, while the low-noise, long-life design of the fans meets the environmental protection and reliability requirements of railway equipment, providing strong support for the long-term stable operation of the train control system.

[0073] In one embodiment of this application, reference is made to Figure 5 , Figure 5 This is a schematic diagram of a fan shroud 190 in a vehicle-mounted cabinet, provided as an embodiment of this application. Figure 5 As shown, a fan shroud 190 is provided on the top of the second fan chassis 180, which is used to direct airflow into the computer chassis 170.

[0074] In this embodiment, the fan shroud 190 is made of flame-retardant ABS material, possessing good mechanical strength and high-temperature resistance, and meeting fire safety requirements. The fan shroud 190's shape is compatible with the structure of the top of the server rack, and after installation, it is flush with the top of the rack, thus not occupying extra space and effectively protecting the fans, preventing dust and debris from entering and causing malfunctions. The fan shroud 190 has multiple streamlined airflow guides inside, which force the airflow generated by the six fans to the computer chassis 170 below, forming a concentrated and directional airflow stream, avoiding the problem of low heat dissipation efficiency caused by dispersed airflow.

[0075] The fan shroud 190, in conjunction with six fans, converges dispersed airflow into a directional airflow, targeting the computer chassis 170, the primary heat source. This rapidly dissipates the significant heat generated by the computing boards and storage modules, ensuring the computer chassis 170's temperature rise remains within industry-standard ranges. This prevents overheating that could lead to decreased processing speed, instruction delays, or equipment malfunctions. Simultaneously, the directional airflow design, combined with the 2U spacing between modules within the rack, allows for smooth airflow across the gaps between the computer chassis 170 and other modules, preventing airflow obstruction due to overly dense module arrangement and further enhancing heat dissipation uniformity. Cool air entering through the front door not only cools the lower and middle modules but also supplements the computer chassis 170 area through the gaps, complementing the airflow guided by the fan shroud 190 and forming a highly efficient cooling network.

[0076] By incorporating a fan shroud 190, directional airflow is created, significantly improving heat dissipation efficiency. Combined with differentiated fan configurations and the cabinet's airflow design, this ensures stable operation of all modules within the cabinet within a safe temperature range, providing reliable heat dissipation for autonomous train operation. Furthermore, the fan shroud 190's structural design is compatible with the cabinet's modular concept, facilitating easy installation and disassembly without affecting the maintenance and upgrades of other modules.

[0077] In one embodiment of this application, a vehicle-mounted computer is provided inside the computer chassis 170. The vehicle-mounted computer is a CASCO safety computer CVC-300C.

[0078] The CASCO CVC-300C safety computer employs a dual-machine hot standby redundancy design. Two independent CVC-300C computers are integrated within a 170mm chassis. These two computers synchronize data in real time and operate in parallel. If one computer fails, the other can seamlessly take over all functions within 50ms, ensuring uninterrupted operation of the train control system. This redundancy design meets the stringent requirements of high reliability and zero-failure downtime for railway train control systems, eliminating the risk of train operation failure due to core computer malfunctions at the hardware level. The computer's hardware architecture adopts a modular design, including computing modules, communication modules, storage modules, and interface modules. These modules are connected via a standardized bus, facilitating future maintenance and upgrades.

[0079] This computer possesses powerful data processing and multi-source data fusion capabilities, enabling it to rapidly decode, verify, fuse, and process various externally input signals. First, it receives BeiDou positioning signals from the RF interface 102, analyzing real-time train position, speed, and heading data with high positioning accuracy, meeting the positioning requirements of the moving block train control system. Second, it receives ground track data transmitted from the transponder transmission unit chassis 120 (BTM), including fixed or dynamic data such as track gradient, curvature, speed limits, signal positions, and platform positions, providing track reference information for automatic driving control. Third, it receives train acceleration data collected by accelerometers to assist in determining the train's operating status (such as whether it is accelerating or decelerating rapidly) and optimize driving strategies. Fourth, it receives train status signals transmitted from the train interface unit chassis 140 (TIR), such as braking status, traction status, and door status, to monitor the train's execution status in real time.

[0080] The core function of the CVC-300C computer is to generate automatic train control commands. Based on fused multi-source data and combined with key technologies such as virtual train formation and vehicle-to-vehicle communication, it generates precise commands for traction, braking, stopping, and safe distance control according to the CTCS-2 / CTCS-3 level train control standards. These commands are transmitted to the Train Controller (TIR) ​​via the communication module, and then from the TIR to the train execution system, enabling autonomous train operation. For example, during virtual train formation operation, the computer can automatically adjust the speed of its own train based on the position and speed data of the preceding and following trains to maintain a safe distance. When stopping at a station, it combines BeiDou positioning data and platform position data transmitted by the Train Controller (BTM) to generate a precise braking curve, ensuring the train smoothly stops at the designated location.

[0081] This onboard computer can work closely and efficiently with other modules within the cabinet. For example, in conjunction with the Data Recording and Wake-up Unit Chassis 150 (DWUM), it stores train operation logs, fault information, and operation records in real time to the DWUM's storage module, while simultaneously responding to DWUM's remote wake-up commands to enable remote startup and maintenance of the equipment. In conjunction with the Train Interface Unit Chassis 140 (TIR), it uses safety relays to ensure the safe conversion and transmission of control commands, guaranteeing reliable command execution. In conjunction with the fan chassis and fan shroud 190, it monitors its own temperature in real time using internal temperature sensors. When the temperature exceeds a threshold, it sends a signal to the fan control system to increase fan speed and enhance heat dissipation. Its excellent expandability is compatible with the cabinet's reserved 3U equipment space and heavy-duty connectors. Future upgrades to CTCS-3 / ETCS-2 levels or the addition of communication interfaces (such as 5G or Ethernet) do not require replacing the computer chassis 170 or the entire cabinet; only software upgrades or the addition of interface modules are needed, significantly reducing upgrade costs and timelines.

[0082] The application of CASCO's CVC-300C safety computer, with its high computing performance, redundant design, and good scalability, combined with the modular, heat dissipation, and anti-interference design of the cabinet, jointly supports the stable and safe operation of the BeiDou-based autonomous moving block train control system for freight trains.

[0083] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0084] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle-mounted cabinet, characterized in that, The cabinet includes a cabinet body and multiple independent modules. The modules are detachably connected to the cabinet body. The multiple modules include a transponder transmission unit chassis, a first fan chassis, a train interface unit chassis, a data recording and wake-up unit chassis, a pre-installed chassis, a computer chassis, and a second fan chassis. The main body of the cabinet includes at least a first cable tray, a second cable tray, and a third cable tray. The first cable tray, the second cable tray, and the third cable tray are connected to the chassis of the multiple modules. The first cable tray is used to place the radio frequency cable connecting the cabinet to the vehicle antenna. The second cable tray is used to place the power cable of the cabinet and the multiple modules. The third cable tray is used to place the cable connecting the multiple modules.

2. The vehicle-mounted cabinet according to claim 1, characterized in that, The main body of the cabinet is also equipped with external interfaces, radio frequency interfaces, filters and accelerometers; The external interface is located at the bottom of the main body of the cabinet and is used to connect to the train. The radio frequency interface is located at the top of the main body of the cabinet, and the radio frequency interface is used to connect to the vehicle-mounted antenna; The filter is located on the back of the mounting plate of the external interface, and the acceleration sensor is located at the bottom of the main body of the cabinet.

3. The vehicle-mounted cabinet according to claim 1 or 2, characterized in that, The main body of the cabinet is also provided with a fourth cable tray, a fifth cable tray, and a sixth cable tray. The first cable tray, the second cable tray, and the third cable tray are located on one side of the main body of the cabinet, and the fourth cable tray, the fifth cable tray, and the sixth cable tray are located on the other side of the main body of the cabinet. The fourth cable tray, the fifth cable tray, and the sixth cable tray are also connected to the chassis in the multiple modules. The first and fourth cable trays are used to place the radio frequency cables connecting the cabinet and the vehicle antenna. The second and fifth cable trays are used to place the power cables of the cabinet and the multiple modules. The third and sixth cable trays are used to place the cables connecting the multiple modules.

4. The vehicle-mounted cabinet according to claim 3, characterized in that, The first groove is symmetrically arranged with the fourth groove, the second groove is symmetrically arranged with the fifth groove, and the third groove is symmetrically arranged with the sixth groove.

5. The vehicle-mounted cabinet according to claim 1, characterized in that, The transponder transmission unit chassis, the first fan chassis, the train interface unit chassis, the data recording and wake-up unit chassis, the pre-installed chassis, the computer chassis, and the second fan chassis are arranged sequentially from the bottom to the top of the main cabinet body, and the height of the pre-installed chassis includes at least 3 rack units.

6. The vehicle-mounted cabinet according to claim 1, characterized in that, The train interface unit chassis includes a train interface unit chassis body, a relay, and a disconnect switch, with the relay and the disconnect switch disposed inside the train interface unit chassis body.

7. The vehicle-mounted cabinet according to claim 2, characterized in that, The external interface includes four heavy-duty connectors, which integrate multiple signal lines for communication between the cabinet and the train.

8. The vehicle-mounted cabinet according to any one of claims 1 to 7, characterized in that, The first fan housing contains three fans, and the second fan housing contains six fans.

9. The vehicle-mounted cabinet according to claim 8, characterized in that, The top of the second fan chassis is provided with a fan shroud, which is used to direct airflow into the computer chassis.

10. The vehicle-mounted cabinet according to claim 1, characterized in that, The computer chassis contains an onboard computer, which is a CASCO safety computer CVC-300C.

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