Vehicle-mounted train automatic protection equipment

Abstract

The utility model provides a vehicle-mounted train automatic protection device, which relates to the technical field of urban rail transit train operation control and comprises a digital rail circuit signal processing unit, an Ethernet board, a wireless communication unit, a transponder transmission module and a newly-added controller local area network bus interface. Wherein the digital track circuit signal processing unit and the Ethernet board are connected with the logic control board through a backboard circuit; the wireless communication unit is connected with the Ethernet board and is used for carrying out train-ground wireless communication; the transponder transmission module is connected with a communication board on the backboard circuit through the newly-added controller local area network bus interface and used for receiving data sent by a ground transponder, and the newly-added controller local area network bus interface is a newly-added controller local area network bus interface in the vehicle-mounted train automatic protection equipment. According to the utility model, the complexity and the cost of a newly built system are reduced, and the engineering period is shortened.

Description

TECHNICAL FIELD

[0001] The utility model relates to urban rail transit train operation control technical field especially relates to a kind of on-board train automatic protection equipment. BACKGROUND

[0002] When existing digital track circuit system is reformed to communication-based train control system (CBTC for short), the existing scheme has obvious drawbacks.The whole vehicle replacement scheme needs to completely discard the original system, and deploy a new CBTC system, which requires huge capital investment and causes waste of existing equipment resources;Two sets of on-board compatible ground equipment schemes require the on-board equipment to process the communication and data logic of the new and old two sets of ground equipment simultaneously, which doubles the size of the on-board equipment, and the hardware interface modification is complex, the modification cycle is long and the cost increases, the device switching operation is complex during debugging, which increases the safety risk of the system.

[0003] Therefore, there is an urgent need for an on-board train automatic protection equipment to solve the above problems. UTILITY MODEL CONTENT

[0004] In view of the problems existing in the prior art, the utility model provides an on-board train automatic protection equipment.

[0005] The utility model provides an on-board train automatic protection equipment, which comprises a digital track circuit signal processing unit, an Ethernet board, a wireless communication unit, a transponder transmission module and a newly added controller area network bus interface, wherein:

[0006] The digital track circuit signal processing unit and the Ethernet board are connected to the logic control board through the backplane circuit;

[0007] The wireless communication unit is connected to the Ethernet board for wireless communication between the train and the ground;

[0008] The transponder transmission module is connected to the communication board on the backplane circuit through the newly added controller area network bus interface, and is used to receive the data sent by the ground transponder, wherein the newly added controller area network bus interface is a newly added controller area network bus interface in the on-board train automatic protection equipment.

[0009] According to the on-board train automatic protection equipment provided by the utility model, the Ethernet board is arranged at a preset empty board position in the system cabinet where the on-board train automatic protection equipment is located.

[0010] According to the on-board train automatic protection equipment provided by the utility model, the Ethernet board is arranged at a preset empty board position in the system cabinet where the on-board train automatic protection equipment is located.

[0011] The wireless communication unit is designed with double redundancy, and is arranged at the top rack of a system cabinet of the vehicle-mounted train automatic protection device.

[0012] The transponder transmission module is arranged inside the main machine of the vehicle-mounted train automatic protection device, and is connected with the newly-added controller area network bus interface through shielded twisted pair wires.

[0013] The vehicle-mounted train automatic protection device further comprises a first power supply and a second power supply, wherein:

[0014] The first power supply is a 110V direct current power supply, and is used for supplying power for the wireless communication unit, the transponder transmission module and the vehicle-mounted train automatic protection device.

[0015] The second power supply is a 24V direct current power supply, and is used for supplying power for each functional board card in the vehicle-mounted train automatic protection device.

[0016] The cooling mode of the wireless communication unit and the transponder transmission module is natural air cooling.

[0017] The vehicle-mounted train automatic protection device provided by the utility model can realize support for two kinds of systems through adding partial hardware modules to the vehicle-mounted device without large-scale hardware replacement of the vehicle-mounted device in the upgrading and reconstruction scene of existing lines, and the reconstruction cost of the vehicle-mounted device is obviously saved. BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to more clearly illustrate the technical scheme in the utility model or the prior art, the following will briefly introduce the drawings needed to be used in the embodiment or the prior art description, and obviously, the drawings in the following description are some embodiments of the utility model, and for those skilled in the art, other drawings can also be obtained according to these drawings without creative labor.

[0019] Figure 1 The structure schematic view of the vehicle-mounted train automatic protection device provided by the utility model is shown in the figure.

[0020] Figure 2 The installation schematic view of the Ethernet board in the vehicle-mounted train automatic protection device provided by the utility model is shown in the figure.

[0021] Figure 3 A schematic diagram of a wireless communication unit provided by the present application is shown in FIG. 1.

[0022] Figure 4 A schematic diagram of a transponder transmission module provided by the present application is shown in FIG. 2.

[0023] Reference signs:

[0024] 101: digital track circuit signal processing unit; 102: Ethernet board

[0025] 103: wireless communication unit; 104: transponder transmission module

[0026] 105: newly added controller area network bus interface; 106: backboard circuit

[0027] 107: logic control board; 108: preset empty board DETAILED DESCRIPTION

[0028] In order to make the purpose, technical scheme and advantages of the present application clearer, the technical scheme of the present application will be described clearly and completely below in combination with the drawings in the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative efforts fall within the scope of protection of the present application.

[0029] In existing urban rail transit operation lines, there are a large number of lines using a quasi-moving block automatic train control system (ATC) based on track circuits. Such systems have generally served for more than the designed life and are gradually entering the stage of major modification. At the same time, CBTC systems and fully automatic operation systems (FAO) oriented to interconnection have become the standard technology for newly-built rail transit lines due to their high efficiency and flexibility.

[0030] In the modification of existing digital track circuit systems to CBTC systems, the current modification scheme has significant drawbacks. Specifically, the whole vehicle replacement scheme requires completely discarding the original system and deploying a new CBTC system, which not only requires a huge amount of capital investment but also causes a great waste of existing equipment resources. When using the two sets of vehicle-mounted compatible ground equipment scheme, the vehicle-mounted equipment needs to process the communication and data logic of the new and old ground equipment at the same time, which leads to a doubling of the size of the vehicle-mounted equipment. In addition, this scheme also faces problems such as complex hardware interface modification, long modification period, and increased cost, and during debugging, the device switching operation is complex, further increasing the safety risk of the system.

[0031] Figure 1 The utility model provides a structure schematic drawing of vehicle-mounted train automatic protection equipment, as shown in the figure, the utility model provides a kind of vehicle-mounted train automatic protection equipment, including digital track circuit signal processing unit 101, ethernet board 102, wireless communication unit 103, balise transmission module 104 and the newly added controller area network bus interface 105, wherein: Figure 1

[0032] The digital track circuit signal processing unit 101 and the ethernet board 102 are connected with logic control board 107 by backplane circuit 106;

[0033] The wireless communication unit 103 is connected with the ethernet board 102, for carrying out train-ground wireless communication;

[0034] The balise transmission module 104 is connected with the communication board on the backplane circuit 106 by the newly added controller area network bus interface 105, for receiving the data sent by ground balise, wherein the newly added controller area network bus interface 105 is the newly added controller area network bus interface in the vehicle-mounted train automatic protection equipment.

[0035] In the utility model, on the basis of existing vehicle-mounted train automatic protection (Automatic Train Protection, ATP for short) equipment, realize digital track circuit and CBTC system compatible vehicle-mounted ATP equipment, to solve the problem of different system compatibility difficulty in prior art, achieve seamless switching operation between train in digital track circuit section and CBTC section, improve train operation efficiency and safety, reduce system transformation and maintenance cost.

[0036] Vehicle-mounted ATP equipment is a kind of key equipment for guaranteeing train operation safety, integrates multiple functional units, can receive and process signal data of different sources, to realize the automatic protection control to train.In the utility model, in addition to the functional unit of vehicle-mounted ATP equipment, it also contains digital track circuit signal processing unit 101, ethernet board 102, wireless communication unit 103, balise transmission module (Balise Transmission Module, BTM for short) 104 and the newly added controller area network bus interface 105 and other components.

[0037] ​Specifically, in the utility model, digital track circuit signal processing unit 101 is used for processing digital track circuit signal. Digital track circuit signal is important information transmitted through track in train operation process, contains track occupation condition and signal display and other key data, and digital track circuit signal processing unit 101 can analyze and convert these signals to make them become data format that equipment internal can recognize and utilize.

[0038] In the utility model, digital track circuit signal processing unit 101 is connected with logic control board 107 through backplane circuit 106. Backplane circuit 106 is used as the component in existing vehicle-mounted ATP equipment, plays the role of signal transmission and connects various functional modules, and it builds stable signal transmission channel between digital track circuit signal processing unit 101 and logic control board 107, so that the processed digital track circuit signal can be accurately transmitted to logic control board 107 for further analysis and decision-making.

[0039] Ethernet board 102 is used for bearing important task of data communication and exchange in equipment, has Ethernet communication ability, can support high-speed data transmission between each unit in equipment and between equipment and external network. On the one hand, Ethernet board 102 is connected with logic control board 107 through backplane circuit 106, realizes data interaction with other functional units, and on the other hand, Ethernet board 102 is connected with wireless communication unit 103. This connection mode makes that the train-ground wireless communication data received by wireless communication unit 103 can be transmitted and processed through Ethernet board 102, and also facilitates Ethernet board 102 to transmit the data needed to be sent in equipment to ground equipment through wireless communication unit 103.

[0040] Wireless communication unit 103 is used for realizing wireless communication between train and ground, can establish wireless connection with ground base station or other related equipment, receives control instruction and dispatching information from ground, and can also send train's running state, position information and other data back to ground, and it is the key component for realizing real-time information interaction between train and ground system.

[0041] In the utility model, wireless communication unit 103 is directly connected with Ethernet board 102. Through this connection, the wireless signal data received by wireless communication unit 103 can be rapidly transmitted to Ethernet board 102, and then transmitted to logic control board 107 through backplane circuit 106 for processing, and conversely, the data needed to be sent to ground emitted by logic control board 107 can also be transmitted to wireless communication unit 103 through Ethernet board 102 for wireless sending.

[0042] The transponder transmission module 104 is used for receiving data transmitted by a ground transponder. The ground transponder is a device installed beside the track, which can store specific information. When the train passes, the transponder transmission module 104 reads the information through a specific induction method. The information usually includes train positioning data and line parameters.

[0043] In the utility model, the transponder transmission module 104 is connected with the communication board on the backboard circuit 106 through the newly-added controller area network bus interface 105. The newly-added controller area network bus interface 105 is a controller area network (CAN) interface newly added in the vehicle-mounted ATP device for the transponder transmission module 104. The controller area network bus technology is adopted to provide a high-speed and stable data transmission channel. Through the newly-added controller area network bus interface 105, the transponder transmission module 104 transmits the received ground transponder data to the communication board on the backboard circuit 106, and then the communication board transmits the data to the logic control board 107 for processing.

[0044] In the utility model, the newly-added controller area network bus interface 105 is a newly-added interface in the vehicle-mounted ATP device. The main function is to provide a connection channel for the transponder transmission module 104 and the communication board on the backboard circuit 106, so as to realize efficient and reliable transmission of transponder data.

[0045] Specifically, the utility model upgrades the CAN interface board of the vehicle-mounted ATP host interface layer in hardware, that is, redesigns or improves the original circuit board. A separate CAN communication interface is added on the upgraded CAN interface board, which is specially used for communication with the transponder transmission module 104 to realize data transmission and interaction between the two. The transponder transmission module 104 can transmit the processed ground transponder information, such as train positioning information and MA information, to the vehicle-mounted ATP device in real time and accurately. At the same time, the vehicle-mounted ATP device can also send control instructions and configuration parameters to the transponder transmission module 104 through the interface to realize remote control and management of the transponder transmission module 104.

[0046] The backboard circuit 106 is an existing component in the vehicle-mounted train automatic protection device, and provides a channel for physical connection and signal transmission between various functional units. The logic control board 107 is also an existing component in the vehicle-mounted train automatic protection device, receives data from various units such as the digital track circuit signal processing unit 101, the wireless communication unit 103 (transmitted through the Ethernet board 102), and the transponder transmission module 104, comprehensively analyzes and processes the data, makes corresponding decisions according to preset logic rules and control strategies, and issues control instructions to other related devices or systems, so as to realize automatic protection and control of the train. Specifically, when the train runs from the newly built extension line (CBTC) to the existing line (digital track circuit), the vehicle-mounted ATP device automatically identifies the change of the line mode through the location where the vehicle-mounted ATP device is located, and triggers the switching logic to switch the running control mode from the CBTC mode to the digital track circuit mode; conversely, when the train runs from the existing line to the newly built extension line, the vehicle-mounted ATP device can also realize smooth and seamless mode switching, ensuring the cross-line interconnection operation of the train. Through the reasonable device architecture and data transmission path design, the vehicle-mounted train automatic protection device can efficiently and accurately receive and process various signal data, and provide strong protection for the safe operation of the train.

[0047] The vehicle-mounted train automatic protection device provided by the utility model can realize support for two modes through adding part of hardware modules to the vehicle-mounted device without large-scale hardware replacement of the vehicle-mounted device in the upgrading and reconstruction scene of the existing line, which significantly saves the reconstruction cost of the vehicle-mounted device. In the cross-line interconnection scene of the newly built extension line and the existing line, a complex vehicle-mounted interface or customized development is not needed for compatibility with the existing line mode, which reduces the complexity and cost of the newly built system and shortens the engineering cycle.

[0048] On the basis of the above embodiment, the Ethernet board 102 is arranged at a preset empty board 108 position in a system cabinet where the vehicle-mounted train automatic protection device is located.

[0049] Figure 2 The installation schematic diagram of the Ethernet board in the vehicle-mounted train automatic protection device provided by the utility model can be referred to as shown in Figure 2 In the utility model, in the system cabinet where the vehicle-mounted ATP device is located, the preset empty board 108 position is a board card installation position that is planned in advance and is specially used for filling the idle space in the cabinet. The preset empty board 108 position is preset according to the overall layout, structure design and future possible device expansion demand of the existing system cabinet, for example, when the existing system cabinet is designed, some spaces of standard size are reserved considering that new functional modules or devices may be added in the future, and the installation positions corresponding to the spaces are the preset empty board 108 positions.

[0050] In the utility model, the newly-added Ethernet board 102 adopts standard 4HP width, and the preset empty board 108 position in the system cabinet is planned according to certain standard size. 4HP width is a common industrial standard size, and this design makes the Ethernet board 102 be able to be installed on the preset empty board 108 position, without additional modification or adjustment of the cabinet, thereby guaranteeing the convenience and stability of installation.

[0051] The power supply interface of the Ethernet board 102 in the utility model is designed as DC 24V input, and is compatible with the existing system power module, so that the power module of the existing system can directly provide the required power for the Ethernet board 102 on the preset empty board 108 position, without additional configuration of power conversion equipment or re-wiring, further simplifying the installation process, and also ensuring that the Ethernet board 102 can work stably and reliably.

[0052] In the utility model, the backplane interface pin of the Ethernet board 102 is compatible with the backplane circuit of the existing system. The backplane circuit is a key component for data transmission and communication between various board cards in the system cabinet, and by defining the backplane interface pin of the Ethernet board 102 to be compatible with the design of the backplane circuit of the existing system, the Ethernet board can smoothly interact with other board cards (such as a logic control board) in the cabinet, realizing seamless integration into the existing system. Moreover, the communication protocol between the Ethernet board 102 and the logic control board of the existing system adopts the existing special serial data communication protocol, which is already maturely used in the existing system. By adopting the same communication protocol, the Ethernet board 102 can efficiently and accurately communicate data with the logic control board, without large-scale modification of the communication architecture of the existing system, thereby reducing the difficulty and cost of system integration, and also ensuring the transmission quality and reliability of data.

[0053] In the utility model, after the Ethernet board 102 is arranged at the preset empty board 108 position, its main function is to realize wireless communication between the CBTC section and the ground ATP system, and to obtain data information such as movement authorization (MA) and transmission position report. By integrating the Ethernet board 102 into the existing system cabinet, the existing system can have the ability to communicate with the CBTC system, thereby improving the performance and function of the entire train automatic protection system, and realizing the upgrading and expansion of the system.

[0054] On the basis of the above embodiment, the Ethernet board 102 adopts a dual-network redundancy design and is arranged at a plurality of preset empty board 108 positions.

[0055] The dual-network redundancy design refers to configuring two independent network channels or network devices in the system, when one network fails or is abnormal, the other network can immediately take over the work to ensure the normal operation of the system, thereby improving the reliability and availability of the system. In the design of the Ethernet board 102 in the utility model, the dual-network redundancy design is adopted, which is to prevent communication interruption caused by single network failure and affect the normal work of the train automatic protection system.

[0056] As shown in Figure 2 The utility model adopts the Ethernet board 102 with dual-network redundancy design and is arranged on two preset empty boards 108, which can realize the physical isolation of two network channels. Each Ethernet board 102 has its own independent hardware resources, including power supply and backplane interface, which can avoid the influence of two networks caused by single hardware failure, ensure the independent operation of two networks and improve the redundancy of the system. For example, when one of the Ethernet boards 102 fails, the specific board position can be quickly located for maintenance or replacement, without affecting the normal operation of the other Ethernet board 102, reducing the troubleshooting and repair time and improving the maintenance efficiency of the system.

[0057] Similar to the single Ethernet board 102 arranged on the preset empty board 108, the multiple Ethernet boards 102 with dual-network redundancy design also need to meet the size and power supply adaptation requirements. Each Ethernet board adopts standard 4HP width and can be installed on the preset empty board 108; the power supply interface is designed as DC 24V input and compatible with the existing system power module, which ensures that stable power supply can be obtained from the existing system. At the same time, the backplane interface pin definition of each Ethernet board 102 is compatible with the backplane circuit of the existing system, and the communication protocol with the logic control board of the existing system adopts the existing special serial data communication protocol. In this way, multiple Ethernet boards 102 can normally communicate with other cards in the existing system, realizing the seamless integration of dual-network redundancy design in the existing system.

[0058] In the CBTC section, two Ethernet boards 102 arranged on different preset empty boards 108 simultaneously communicate with the ground ATP system. Under normal circumstances, two networks work simultaneously, back up each other and obtain MA and transmit position report data information. When one network fails, the other network can immediately undertake all communication tasks to ensure that the train automatic protection system can continuously obtain key data and ensure the safe operation of the train. Through this dual-network redundancy design, the reliability and stability of the system are greatly improved, and the safety risk caused by network failure is reduced.

[0059] On the basis of the above-mentioned embodiment, the wireless communication unit 103 adopts a double redundancy design and is arranged at the top rack of the system cabinet of the vehicle-mounted train automatic protection device.

[0060] In the utility model, the wireless communication unit 103 adopts double redundancy design, indicate that two sets of independent and complete wireless communication network are configured in the system simultaneously.The two sets of network can work simultaneously and handle the wireless communication task between train and ground in parallel, for example, simultaneously receiving and sending MA, train position report and other key data information.When one set of network appears communication interruption or abnormality due to equipment failure, signal interference and software error and other reasons, another set of network can immediately automatically take over all communication work, ensure the continuity and stability of train-ground wireless communication, and the information interaction between train automatic protection system and ground equipment will not be interrupted due to the failure of single network, thereby guaranteeing the safety of train operation.

[0061] In the utility model, double redundancy design not only reflects on network channel, also covers hardware device and software system.In hardware aspect, the wireless communication unit 103 contains two sets of independent transmitting-receiving device (TRU device etc.), antenna system and relevant power supply, interface and other components.Every set of hardware device has same performance and function and can independently complete wireless communication task.In software aspect, two sets of network run same communication protocol and software program and have same data processing and transmission capacity.Meanwhile, software system also has fault detection and switching function and can monitor network state in real time and rapidly realize network switching when discovering fault.

[0062] In the utility model, the wireless communication unit 103 adopts standard cage structure, and this structure design has universality and standardization and can be perfectly adapted to the top rack of the system cabinet of the vehicle-mounted train automatic protection device.The size and mounting hole position and other parameters of standard cage are designed according to industry standard and are matched with the specification of the top rack of system cabinet, so that the wireless communication unit 103 can be conveniently and stably installed at the top rack, and additional modification or custom installation component of cabinet is not needed, and installation difficulty and cost are reduced.

[0063] On the basis of the above-mentioned embodiment, the cooling mode of the wireless communication unit 103 and the transponder transmission module 104 is natural air cooling mode.

[0064] Optionally, the TRU device can be placed separately from the vehicle cabinet, and the heat dissipation mode of the wireless communication unit 103 is natural air cooling. The utility model sets up the wireless communication unit 103 at the top rack of the system cabinet, and is favorable to the heat dissipation effect of natural air cooling. The top position is usually better in air circulation, and can form natural convection, accelerates the emission of heat. Moreover, separate placement from the vehicle cabinet can avoid the influence of the heat generated by the TRU device on other devices in the cabinet, and also can reduce the interference of the heat generated by other devices on the wireless communication unit 103, to ensure that the wireless communication unit 103 works stably in a suitable temperature environment.

[0065] In the utility model, the wireless communication unit 103 is set at the top rack of the system cabinet, can make full use of this part of space, avoids occupying the limited installation space in the cabinet, makes the layout in the cabinet more reasonable and compact. At the same time, the top position is relatively independent, is convenient for the maintenance and management of the wireless communication unit 103, for example, does not cause the interference of the normal operation of other devices in the cabinet when carrying out equipment repair, replacing antenna and other operations.

[0066] The wireless communication unit 103 as the important component of the vehicle-mounted ATP (Automatic Train Protection) system closely cooperates with other devices (such as logic control board, power module) in the system cabinet. Through the installation position at the top rack, the wireless communication unit 103 can conveniently connect and communicate with other devices in the cabinet. For example, data interaction is carried out with the logic control board through the backplane interface, the received ground information is transmitted to the logic control board for processing, and the relevant information of the train is sent to the ground device through the wireless communication unit 103. The double redundancy design ensures the reliability and stability of the cooperation, avoids the system function abnormality caused by communication failure. Figure 3 The utility model provides the schematic diagram of wireless communication unit, and the specific structure of wireless communication unit 103 can refer to as shown in Figure 3 .

[0067] On the basis of the above embodiment, the transponder transmission module 104 is arranged in the host of the vehicle-mounted ATP device, and the new controller area network bus interface 105 is connected through the shielded twisted pair line.

[0068] In the utility model, the host of the vehicle-mounted ATP device is the core component of the train operation control system, and multiple key modules and devices have been integrated inside. The transponder transmission module 104 is arranged in the host, can make full use of the existing space resource in the host, realizes the high integration of the device. This integrated design helps to reduce the overall floor area of the device on the train, saves the vehicle-mounted space.

[0069] The balise transmission module 104 mainly functions to process ground balise information, complete positioning under the CBTC level and MA calculation function under the point degradation mode. The balise transmission module 104 is arranged in the host computer, which can shorten the signal transmission distance between the balise transmission module 104 and other related modules (such as a logic control unit, a safety computer unit, etc.) in the host computer. The shorter transmission distance can reduce the attenuation and interference of signals in the transmission process, improve the accuracy and reliability of signal transmission, thereby ensuring that the balise transmission module 104 and other modules can work efficiently, and realizing high-precision train operation control.

[0070] In the utility model, the balise transmission module 104 adopts modular design, and this design concept makes it have good universality and scalability, can be seamlessly docked with other modules in the host computer of the on-board ATP device. The modular design makes the BTM unit have standardized interfaces and size specifications, can be conveniently installed in the reserved position in the host computer, and is quickly connected and integrated with the power supply system, communication system, etc. in the host computer, without the need of large-scale modification and redesign of the host computer.

[0071] Optionally, the balise transmission module 104 adopts a natural air cooling heat dissipation mode. The host computer is usually designed to have certain air flow, which can provide necessary heat dissipation conditions for the balise transmission module 104. Meanwhile, the balise transmission module 104 considers the working environment in the host computer in design, has certain anti-interference ability and environmental adaptability, can stably work under the temperature, humidity, electromagnetic environment, etc. in the host computer, and will not be affected by environmental factors to affect its performance and reliability.

[0072] In the utility model, the balise transmission module 104 is connected with the new controller area network bus interface 105 through a shielded twisted pair line, and the shielded twisted pair line has good anti-electromagnetic interference ability. During train operation, various electromagnetic interference sources exist around, such as traction motors and contact nets. The shielding layer outside the shielded twisted pair line can effectively shield external electromagnetic interference, reduce the influence of interference signals on transmission data, and ensure the accuracy and stability of data transmission between the balise transmission module 104 and the controller area network.

[0073] The new controller area network bus interface 105 is an important part of the internal communication network of the on-board ATP device, provides a standard interface for the balise transmission module 104 to interact with other devices, so that the balise transmission module 104 can accurately transmit processed balise information (such as train positioning information, MA information, etc.) to other related modules in the host computer, and also can receive control instructions and data requests from other modules. Through this connection mode, efficient communication and data sharing between the balise transmission module 104 and the entire train automatic protection system are realized.

[0074] The transponder transmission module 104, which is arranged inside the host and connected through shielded twisted pair, can stably receive the information sent by the ground transponder, decode and process it. At the CBTC level, the transponder transmission module 104 realizes the precise positioning of the train by using the transponder information, provides the train with accurate running position reference, and ensures that the train can safely run according to the predetermined running plan. In the point degradation mode, the transponder transmission module 104 calculates the MA according to the transponder information, provides the train with a safe running range, and prevents the train from running at high speed or entering a dangerous area. This arrangement and connection make the transponder transmission module 104 better integrated into the on-board train automatic protection system, and improve the overall performance and reliability of the system. On the one hand, the accurate positioning and MA calculation function provides key data support for train operation control, helps to realize high-precision train operation control, and improves the efficiency and safety of train operation; on the other hand, stable connection and good anti-interference ability reduce the probability of system failure, reduce the risk of train operation, and ensure the normal operation of the urban rail transit system. Figure 4 The transponder transmission module provided by the utility model has the structure as shown in the schematic view of the transponder transmission module. Figure 4 The transponder transmission module provided by the utility model has the structure as shown in the schematic view of the transponder transmission module.

[0075] On the basis of the above-mentioned embodiment, the on-board train automatic protection device further comprises a first power supply and a second power supply, wherein:

[0076] The first power supply is a 110V DC power supply, which is used for supplying power to the wireless communication unit 103, the transponder transmission module 104 and the on-board train automatic protection device.

[0077] The second power supply is a 24V DC power supply, which is used for supplying power to each functional board card in the on-board train automatic protection device.

[0078] In the utility model, the first power supply is a 110V DC power supply, which is mainly used for supplying power to the wireless communication unit, the transponder transmission module and the on-board train automatic protection device as a whole (for example, some components in the device directly use 110V or need to use the voltage after simple conversion).

[0079] The second power supply is a 24V DC power supply, which is specially used for supplying power to each functional board card in the on-board train automatic protection device. These functional board cards include but are not limited to logic control board, safety computer board and input / output board, etc. Different functional board cards undertake different operation, control and signal processing tasks of the device. The 24V DC power supply provides appropriate working voltage for integrated circuits, microprocessors and sensors on these board cards, and ensures that they can accurately perform various operations according to the design requirements.

[0080] In an embodiment, in order to ensure the train running on the newly-built extension line and the existing line, the ATP equipment on the train running on the newly-built extension line and the existing line is installed.

[0081] Ethernet board: inserted into the empty board position of the existing cabinet, connected with the backplane circuit through the connector, and realized the data transmission function.

[0082] Wireless communication unit: fixed on the rack above the ATP cabinet by screws, and connected with the Ethernet board through the network cable to ensure the stability of communication.

[0083] BTM module: installed in the guide rail inside the ATP host, the CAN interface is connected with the new interface of the CAN interface board through shielded twisted pair, and the transponder antenna interface is connected with the train bottom transponder antenna to realize the information interaction with the ground transponder.

[0084] Before the train is formally put into cross-line operation, strict interconnection and interoperability test is needed. The train is arranged to run between the newly-built extension line and the existing line multiple times, and the automatic identification and switching function of the on-board ATP equipment between different types of lines is tested, so as to ensure that the equipment can work normally under various working conditions.

[0085] After passing the interconnection and interoperability test, the train enters the formal operation stage. When the train runs from the newly-built extension line (CBTC) to the existing line (digital track circuit), the on-board ATP equipment automatically identifies the line type change through its own position, triggers the switching logic, and smoothly switches the operation control mode from CBTC mode to digital track circuit mode. Conversely, when the train runs from the existing line to the newly-built extension line, seamless type switching can also be realized, ensuring the cross-line interconnection and interoperability of the train.

[0086] The utility model adopts the modular integrated design of the Ethernet board, the wireless communication unit and the BTM module, realizes the hardware compatibility of the digital track circuit and the CBTC system without changing the main structure of the existing on-board ATP equipment, and the design reduces the hardware expansion cost by more than 40%, effectively saving the construction cost. Moreover, the equipment modification does not need to replace the existing cabinet, meeting the lightweight requirement of the on-board equipment. At the same time, seamless switching operation of the train between different types of lines is realized, improving the train operation efficiency and safety, reducing the modification cost and maintenance difficulty, and having remarkable practical value.

[0087] The vehicle-mounted ATP equipment provided by the utility model enables the train to realize quick and automatic mode switching between the digital track circuit section and the CBTC section, significantly reduces or even eliminates the parking waiting or manual operation time required due to system type conversion, improves the continuity and travel speed of the train cross-type operation, and further improves the overall operation efficiency and passing capacity of the line. In addition, a solid data foundation is provided for interconnection operation, and the flexibility of network operation is enhanced.

[0088] In addition, in the upgrading and reconstruction scene of the existing line, the vehicle-mounted equipment does not need to be replaced on a large scale, and only part of the hardware modules need to be added to support the two types, which significantly saves the reconstruction cost of the vehicle-mounted equipment. In the interconnection scene of the newly-built extension line and the existing line, there is no need to specially design a complex vehicle-mounted interface or customize development for compatibility with the existing line type, which reduces the complexity and cost of the newly-built system and shortens the engineering cycle. Overall, the investment in the existing equipment is maximally protected. Compared with the scheme that needs to support two sets of ground protocols with double sets of vehicle-mounted equipment, the utility model is based on one set of vehicle-mounted equipment, simplifies the system architecture, and reduces the complexity of the vehicle-mounted equipment reconstruction. This simplified design reduces potential failure points, thereby improving the overall reliability of the system, and is also convenient for subsequent maintenance and management.

[0089] Finally, it should be noted that: the above examples are only used to illustrate the technical solutions of the utility model, and not to limit them; although the utility model has been described in detail with reference to the foregoing examples, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing examples, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the utility model.

Claims

1. An on-board train automatic protection device, characterized in that, This includes a digital track circuit signal processing unit, an Ethernet board, a wireless communication unit, a transponder transmission module, and a newly added controller area network bus interface, among which: The digital track circuit signal processing unit and the Ethernet board are connected to the logic control board via a backplane circuit. The wireless communication unit is connected to the Ethernet board and is used for vehicle-to-ground wireless communication. The transponder transmission module is connected to the communication board on the backplane circuit through the newly added controller local area network bus interface, and is used to receive data sent by the ground transponder. The newly added controller local area network bus interface is a newly added controller local area network bus interface in the on-board train automatic protection device.

2. The on-board train automatic protection device according to claim 1, characterized in that, The Ethernet board is installed in the pre-defined empty board position in the system cabinet where the on-board train automatic protection equipment is located.

3. The on-board train automatic protection device according to claim 2, characterized in that, The Ethernet board adopts a dual-network redundancy design and is set in multiple preset gap-filling board positions.

4. The on-board train automatic protection device according to claim 1, characterized in that, The wireless communication unit adopts a dual-redundancy design and is located on the top rack of the system cabinet where the on-board train automatic protection equipment is located.

5. The on-board train automatic protection device according to claim 1, characterized in that, The transponder transmission module is located inside the host of the on-board train automatic protection device and is connected to the newly added controller local area network bus interface via a shielded twisted pair cable.

6. The on-board train automatic protection device according to claim 1, characterized in that, The on-board train automatic protection device also includes a first power supply and a second power supply, wherein: The first power supply is a 110V DC power supply, used to power the wireless communication unit, the transponder transmission module and the on-board train automatic protection device; The second power supply is a 24V DC power supply, used to power the various functional boards in the on-board train automatic protection equipment.

7. The on-board train automatic protection device according to claim 1, characterized in that, The wireless communication unit and the transponder transmission module are cooled by natural air cooling.

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