Controllable train tail information transmission system of wireless link redundancy

Abstract

The utility model provides a controllable train tail information transmission system of wireless link redundancy, and belongs to the technical field of controllable train tail information transmission. The problem that synchronous braking cannot be achieved due to abnormal communication between an existing controllable train tail and a locomotive end is solved. Comprising controllable train tail locomotive on-board equipment installed on a train, a controllable train tail host and ground equipment, the controllable train tail host and the ground equipment are installed on a tail train, and a GSM-R communication module in a CSD mode, a GSM communication module in a GPRS mode and a DMR communication module in a GPRS mode are installed in the controllable train tail locomotive on-board equipment and the controllable train tail host respectively. The controllable train tail locomotive on-board equipment is communicated with the controllable train tail host through ground equipment; the utility model is applied to the heavy-load train.

Description

Technical Field

[0001] This invention provides a controllable tail information transmission system with wireless link redundancy, belonging to the field of controllable tail information transmission technology. Background Technology

[0002] The controllable tail-end equipment is used in heavy-haul combined trains. When the locomotive performs exhaust braking, the controllable tail-end host at the rear exhausts and depressurizes the tail-end air duct according to the depressurization information transmitted from the locomotive, so as to achieve synchronous depressurization with the locomotive, complete the synchronous braking of the head and tail of the train, improve the braking efficiency of the train, and ensure the safe operation of the train.

[0003] Currently, information transmission between the controllable tail-end host and the locomotive uses a GSM-R network and CSD communication in a primary / backup mode. The backup module is in hot standby mode. When the primary module connection is interrupted, the backup module immediately initiates a connection and completes registration to achieve primary / backup switchover. During this period, the controllable tail-end host cannot communicate with the locomotive. The time from the backup module initiating a connection to normal communication will last for several tens of seconds. During this period, if the train performs braking operations, the tail end cannot be controlled to brake synchronously. Only one wireless communication link exists at a time.

[0004] Currently, there are also dual-mode train tail equipment communication methods. The dual-mode train tail locomotive radio and the dual-mode train tail host each have one GSM-R communication module and one DMR radio communication module. The GSM-R communication module uses GPRS (Packet Domain) mode. During equipment operation, both communication modules communicate simultaneously. This method is a dual-link communication method. However, compared to CSD mode, the GPRS mode communication module has a larger communication latency, is more prone to disconnections, and is more likely to cause communication anomalies. This leads to frequent switching during field use, affecting operational efficiency. Utility Model Content

[0005] To address the problem of asynchronous braking caused by communication abnormalities between the existing controllable train tail and locomotive, this invention proposes a wireless link redundant controllable train tail information transmission system. The aim is to improve the communication method between the locomotive head and tail to achieve safe communication between the two ends of the train.

[0006] The technical solution adopted by this utility model is as follows: a controllable train tail information transmission system with wireless link redundancy, including a controllable train tail locomotive on-board equipment installed on the train, a controllable train tail host installed at the tail of the train, and ground equipment. The controllable train tail locomotive on-board equipment and the controllable train tail host are respectively equipped with a CSD mode GSM-R communication module, a GPRS mode GSM communication module, and a DMR communication module. The controllable train tail locomotive on-board equipment and the controllable train tail host communicate with each other through the ground equipment.

[0007] Furthermore, the ground equipment includes a BTS base station, a base station controller (BSC), a mobile switching center (MSC), and an AN node.

[0008] Furthermore, both GSM-R communication modules and the DMR communication module are connected to the combiner before communicating with the ground equipment.

[0009] Furthermore, the controllable tail locomotive onboard equipment includes a controllable tail locomotive platform and a controllable tail control box.

[0010] Furthermore, when the controllable train tail locomotive onboard equipment is installed on the middle train, the DMR communication mode operates in 400MHz digital relay mode.

[0011] Furthermore, the GSM-R communication module in CSD mode, the GSM communication module in GPRS mode, and the DMR communication module simultaneously establish a communication link when the train is running.

[0012] Furthermore, all three communication modules on the controllable train tail locomotive's onboard equipment are installed on the controllable train tail locomotive platform.

[0013] The advantages of this invention compared to existing technologies are as follows: This invention's controllable tail-end communication utilizes a hardware solution of dual-channel GSM-R and one 400MHz radio, achieving highly reliable redundant communication transmission between the head and tail ends. The dual-channel GSM-R module operates in CSD+GPRS dual GSM-R mode, compatible with existing equipment's CSD communication mode while also supporting GPRS communication, ensuring reliable communication. In the event of a GSM-R system ground equipment failure, 400MHz digital point-to-point communication can guarantee reliable communication for the controllable tail end across the entire time domain. Attached Figure Description

[0014] The present invention will be further described below with reference to the accompanying drawings:

[0015] Figure 1 This is a schematic diagram of the communication system of this utility model;

[0016] Figure 2 This is a communication flowchart of the communication system of this utility model. Detailed Implementation

[0017] like Figure 1 and 2As shown, this utility model provides a controllable tail-end information transmission system with wireless link redundancy, including controllable tail-end locomotive onboard equipment installed on the train, controllable tail-end host installed at the tail of the train, and ground equipment. The controllable tail-end locomotive onboard equipment and the controllable tail-end host are respectively equipped with a CSD mode GSM-R communication module, a GPRS mode GSM communication module, and a DMR communication module. The two GSM-R communication modules and the DMR communication module communicate with the ground equipment after passing through a combiner. The ground equipment includes a BTS base station, a base station controller (BSC), a mobile switching center (MSC), and an AN node.

[0018] The controllable tail locomotive onboard equipment includes a controllable tail locomotive platform and a controllable tail control box. When the controllable tail locomotive onboard equipment is located in the middle of the train, the DMR communication module can realize the relay forwarding function at 400MHz.

[0019] This invention eliminates the waiting time from registration to normal communication when switching communication modules in a single-link scenario through triple redundancy hot standby communication, thus improving system availability. It achieves wireless communication link redundancy; the failure of any communication module or the interruption of any wireless link does not affect data transmission, improving the reliability of controllable tail data transmission.

[0020] This invention adopts triple redundancy hot standby communication, which is compatible with both existing controllable tail communication methods and dual-mode tail communication methods, bringing convenience to field use and reducing workload.

[0021] The DMR communication method in this invention supports 400M relay mode, which can achieve digital communication relay with the on-board equipment of the controllable tail locomotive installed in the middle of the train via 400MHz, solving the problem of 400MHz communication distance limitation in long-distance vehicle formation under GSM-R failure.

[0022] The process of realizing train head-to-tail communication using the communication system of this utility model is as follows: Figure 2 As shown, specifically:

[0023] After the controllable tail locomotive platform is powered on, it initiates a connection to the controllable tail host through three communication modules simultaneously. Once it receives a signal response command from any communication link of the tail host and determines that the response command is valid, the connection is considered to have been successfully established.

[0024] After the controllable tail locomotive host is powered on, it sends a signal transmission request to the controllable tail locomotive radio through three communication modules at the same time. Once it receives a signal transmission command from any communication link of the tail locomotive radio and sends a signal transmission response command, it indicates that the connection has been successfully established.

[0025] During equipment operation, the controllable tail locomotive simultaneously sends commands to query air pressure, power, and other parameters via three communication modules. After receiving communication data from the three communication links, the controllable tail locomotive host performs validity checks on each link, storing valid data in a buffer and clearing invalid data. It then executes the corresponding commands based on the valid data. For links corresponding to invalid data, if the data remains invalid for a continuous period, the link is considered faulty, its fault status is recorded, and the link is restarted to attempt to restore communication.

[0026] This invention relates to a controllable train tail device with multiple communication modes, including CSD+GPRS dual GSM-R mode and 400MHz digital point-to-point communication. By leveraging the advantages of each of these three modes, it solves the problem of communication anomalies at the controllable train tail during train operation, ensuring train safety. The controllable train tail host and the controllable train tail locomotive transmit data through multiple redundant communication links formed by communication modules of different modes. The controllable train tail host simultaneously receives data from multiple communication links, defaulting to using the main link's data. If the main link's data is abnormal, it switches to data from other links.

[0027] Regarding the specific structure of this utility model, it should be noted that the connection relationships between the various component modules adopted in this utility model are definite and achievable. Except as specifically described in the embodiments, their specific connection relationships can bring about corresponding technical effects and solve the technical problems proposed by this utility model without relying on the execution of corresponding software programs. The models of the components, modules, and specific components appearing in this utility model, the connection methods between them, and the conventional usage methods and expected technical effects brought about by the above-mentioned technical features, unless specifically described, are all publicly disclosed content in patents, journal articles, technical manuals, technical dictionaries, and textbooks that can be obtained by those skilled in the art before the application date, or belong to conventional technology, common knowledge, and other existing technologies in this field. There is no need to elaborate, which makes the technical solution provided in this case clear, complete, and achievable, and can reproduce or obtain corresponding physical products based on this technical means.

[0028] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A controllable tail-of-train information transmission system with wireless link redundancy, characterized in that: It includes onboard equipment for the controllable tail locomotive installed on the train, a controllable tail host installed on the tail train, and ground equipment. The onboard equipment for the controllable tail locomotive and the controllable tail host are respectively equipped with a CSD mode GSM-R communication module, a GPRS mode GSM communication module, and a DMR communication module. The onboard equipment for the controllable tail locomotive and the controllable tail host communicate with each other through the ground equipment.

2. The controllable tail information transmission system with wireless link redundancy according to claim 1, characterized in that: The ground equipment includes BTS base stations, base station controllers (BSCs), mobile switching centers (MSCs), and AN nodes.

3. The controllable tail information transmission system with wireless link redundancy according to claim 1, characterized in that: The two GSM-R communication modules and the DMR communication module are all connected to the combiner before communicating with the ground equipment.

4. The controllable tail information transmission system with wireless link redundancy according to claim 1, characterized in that: The controllable tail locomotive onboard equipment includes a controllable tail locomotive platform and a controllable tail control box.

5. A controllable tail-of-train information transmission system with wireless link redundancy according to claim 4, characterized in that: When the controllable train tail locomotive onboard equipment is installed on the middle train, the DMR communication mode operates in 400MHz digital relay mode.

6. The controllable tail information transmission system with wireless link redundancy according to claim 1, characterized in that: The CSD mode GSM-R communication module, the GPRS mode GSM communication module, and the DMR communication module establish a communication link simultaneously when the train is running.

7. A controllable tail-of-train information transmission system with wireless link redundancy according to claim 4, characterized in that: All three communication modules on the controllable train tail locomotive's onboard equipment are installed on the controllable train tail locomotive platform.

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