CN215793808U - Multimode communication train tail system - Google Patents
Multimode communication train tail system Download PDFInfo
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- CN215793808U CN215793808U CN202121855761.7U CN202121855761U CN215793808U CN 215793808 U CN215793808 U CN 215793808U CN 202121855761 U CN202121855761 U CN 202121855761U CN 215793808 U CN215793808 U CN 215793808U
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Abstract
The application relates to a multimode communication train tail system, which comprises at least one train tail host, at least one train tail locomotive station and a first transfer server, wherein the train tail host is provided with a first digital channel machine, a first public network communication unit and a first control unit, and the train tail locomotive station is provided with a second digital channel machine, a second public network communication unit and a second control unit; the first control unit is electrically connected with the first digital channel machine, and the second control unit is electrically connected with the second digital channel machine; the first digital channel machine is in digital communication connection with the corresponding second digital channel machine so as to establish a digital talkback communication link; the first control unit is electrically connected with the first public network communication unit, and the second control unit is electrically connected with the second public network communication unit; the first public network communication unit and the second public network communication unit are connected with the first transfer server through public network wireless communication so as to establish a public network communication link through the first transfer server. High-reliability communication between the train tail host and the train tail locomotive platform is ensured.
Description
Technical Field
The application relates to the technical field of railway communication, in particular to a multimode communication train tail system.
Background
The train tail system is used as an important ring for safe operation of the freight train and is generally used in China. The train tail system mainly comprises a train tail host and a train tail locomotive platform. The train tail locomotive platform is arranged at the head of the train and used for a driver to control and indicate, and the train tail host is arranged at the tail of the train and used for collecting data at the tail of the train in real time. Data interaction is carried out between the train tail host and the train tail locomotive platform, so that locomotive workers can master train tail data in real time and control the train tail host to operate a braking device at the tail part of the train.
The problem of poor reliability exists in the communication between the train tail host computer and the train tail locomotive platform in the prior art.
SUMMERY OF THE UTILITY MODEL
In view of the above, it is necessary to provide a multimode communication train-tail system capable of reliable communication.
In one aspect, an embodiment of the present invention provides a multimode communication train tail system, including at least one train tail host, at least one train tail locomotive station, and a first transit server, where the train tail host is provided with a first digital channel machine, a first public network communication unit, and a first control unit, and the train tail locomotive station is provided with a second digital channel machine, a second public network communication unit, and a second control unit;
the first control unit is electrically connected with the first digital channel machine, and the second control unit is electrically connected with the second digital channel machine; the first digital channel machine is in digital communication connection with the corresponding second digital channel machine so as to establish a digital talkback communication link;
the first control unit is electrically connected with the first public network communication unit, and the second control unit is electrically connected with the second public network communication unit; the first public network communication unit and the second public network communication unit are connected with the first transfer server through public network wireless communication so as to establish a public network communication link through the first transfer server.
In one embodiment, the multimode communication train tail system further comprises a second transit server, the train tail host is further provided with a first private network communication unit, and the train tail locomotive platform is further provided with a second private network communication unit;
the first control unit is electrically connected with the first private network communication unit, and the second control unit is electrically connected with the second private network communication unit; the first private network communication unit and the second private network communication unit are connected with the second transfer server through railway private network wireless communication, so that private network communication links are established through the second transfer server.
In one embodiment, the train tail host is further provided with a wind pressure sensor, the wind pressure sensor is electrically connected with the first control unit, and the wind pressure sensor is used for collecting and feeding back wind pressure of a wind pipe at the tail part of the train to the first control unit; the first control unit is used for transmitting wind pressure to the corresponding second control unit through the public network communication link and the digital talkback communication link.
In one embodiment, the train tail host is provided with a display unit, the first control unit is electrically connected with the display unit, the first control unit is further used for sending the wind pressure to the display unit, and the display unit is used for displaying the wind pressure.
In one embodiment, the train tail locomotive platform is provided with at least one train tail control box, the train tail control box is electrically connected with the second control unit, and the train tail control box is used for receiving and sending information input by a user to the second control unit.
In one embodiment, the second control unit is further configured to send information received through a public network communication link or a digital intercom communication link to the train tail control box, and the train tail control box is further configured to display the information sent by the second control unit.
In one embodiment, the first control unit is used for transmitting a wind pressure alarm signal to the corresponding second control unit through the public network communication link and the digital intercom communication link when the wind pressure is lower than the preset wind pressure.
In one embodiment, the first digital channel machine and the second digital channel machine are 400MHz digital channel machines.
In one embodiment, the first public network communication unit and the second public network communication unit are 5G public network communication units.
In one embodiment, the first private network communication unit and the second private network communication unit are LTE-R private network communication units.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments or the conventional technologies of the present application, the drawings used in the descriptions of the embodiments or the conventional technologies will be briefly introduced below, it is obvious that the drawings in the following descriptions are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of a multi-mode communications train-tail system in one embodiment;
FIG. 2 is a block diagram of a column tail host in one embodiment;
FIG. 3 is a block diagram of a column tail host in another embodiment;
FIG. 4 is a block diagram of a trail locomotive platform in one embodiment.
Detailed Description
To facilitate an understanding of the present application, the present application will now be described more fully with reference to the accompanying drawings. Embodiments of the present application are set forth in the accompanying drawings. This application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.
It will be understood that, as used herein, the terms "first," "second," and the like may be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another.
Spatial relational terms, such as "under," "below," "under," "over," and the like may be used herein to describe one element or feature's relationship to another element or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements or features described as "below" or "beneath" other elements or features would then be oriented "above" the other elements or features. Thus, the exemplary terms "under" and "under" can encompass both an orientation of above and below. In addition, the device may also include additional orientations (e.g., rotated 90 degrees or other orientations) and the spatial descriptors used herein interpreted accordingly.
It will be understood that when an element is referred to as being "connected" to another element, it can be directly connected to the other element or be connected to the other element through intervening elements. Further, "connection" in the following embodiments is understood to mean "electrical connection", "communication connection", or the like, if there is a transfer of electrical signals or data between the connected objects.
As used herein, the singular forms "a", "an" and "the" may include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises/comprising," "includes" or "including," etc., specify the presence of stated features, integers, steps, operations, components, parts, or combinations thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof. Also, as used in this specification, the term "and/or" includes any and all combinations of the associated listed items.
The inventor researches and finds that the reason why the train tail host and the train tail locomotive platform in the background art are difficult to reliably communicate is that: after the freight train cancels the guard, the train tail host computer arranged at the tail part of the train monitors the equipment condition of the tail part of the train, and the train tail host computer transmits the data to be monitored to a train tail locomotive platform at the position of locomotive workers after acquiring the data, so that the locomotive workers can know the condition of the tail part of the train in real time. However, the railway private network signals in many sections along the freight train are poor, such as when the freight train passes through a tunnel, a mountain area and partial areas, the railway private network is not laid, and the freight train tail system only adopts the digital communication technology due to high cost and high project implementation difficulty of the railway private network laid along the line, thereby affecting the safe transportation time of the train.
For the above reasons, the embodiment of the present invention provides a multimode communication train tail system, as shown in fig. 1, including at least one train tail host 100, at least one train tail locomotive 300, and a first transit server 500. The first relay server 500 may be an independent physical server, a server cluster or a distributed system formed by a plurality of physical servers, or a cloud server providing basic cloud computing services such as a cloud service, a cloud database, cloud computing, a cloud function, cloud storage, a web service, cloud communication, a middleware service, a domain name service, a security service, a Content Delivery Network (CDN), a big data and artificial intelligence platform, but is not limited thereto. In order to ensure the security of the data, the first transit server 500 should be responsible for maintenance, management, and the like by the railway administration.
The train tail host 100 is provided with a first digital channel unit 110, a first public network communication unit 130 and a first control unit 150. The train tail locomotive station 300 is provided with a second digital channel machine 310, a second public network communication unit 330 and a second control unit 350.
The first control unit 150 is electrically connected to the first digital channel unit 110, and the second control unit 350 is electrically connected to the second digital channel unit 310. The first digital channel machine 110 is connected in digital communication with a corresponding second digital channel machine 310 to establish a digital intercom communication link. Specifically, the digital intercom communication link is a communication link for one-to-one digital intercom between the train tail host 100 and the train tail terminal 300. The first digital channel machine 110 is configured to digitally modulate data that the first control unit 150 needs to transmit, and then transmit the modulated data in a wireless manner, and the second digital channel machine 310 may receive the data sent by the first digital channel machine 110 and transmit the data to the second control unit 350. Similarly, the second digital channel machine 310 is used to digitally modulate the data that the second control unit 350 needs to transmit and then transmit the data in a wireless form, and the first digital channel machine 110 can receive the information sent by the second digital channel machine 310 and transmit the information to the first control unit 150. In addition, the first control unit 150 will only process the data transmitted by the corresponding second control unit 350, and the second control unit 350 will also only process the data transmitted by the corresponding first control unit 150 to form a one-to-one digital intercom communication link. In the conventional technology, there are many ways to implement a digital intercom communication link, for example, a digital intercom communication link is established between the train tail host 100 and the train tail locomotive station 300 through the interaction of signaling such as a number input command, a number input request, a number input response, and the like.
The first control unit 150 is electrically connected to the first public network communication unit 130, and the second control unit 350 is electrically connected to the second public network communication unit 330. The first public network communication unit 130 and the second public network communication unit 330 are both connected to the first relay server 500 through public network wireless communication, so as to establish a public network communication link through the first relay server 500. Specifically, the public network communication link is a communication link for data transfer between the train tail host 100 and the train tail terminal 300 through the first transfer server 500. The first public network communication unit 130 is configured to send data that needs to be sent by the first control unit 150 to the first relay server 500 in a wireless manner through the public network, the first relay server 500 receives the data transmitted by the first public network communication unit 130 and then forwards the data to the corresponding second public network communication unit 330, and the second public network communication unit 330 receives the data forwarded by the first relay server 500 and then transmits the received data to the second control unit 350. The process of the second control unit 350 needing to transmit data to the corresponding first control unit 150 is similar to the above description, and is not repeated.
Based on the multimode communication system in the embodiment of the present invention, a digital intercom communication link and a public network communication link are configured between the train tail host 100 and the train tail locomotive station 300, and the digital intercom communication link and the public network communication link can work independently and are redundant to each other. Since the public network has the characteristics of wide coverage range, strong signal and the like and the digital intercommunication has no requirement on network layout, the train tail host 100 and the train tail locomotive platform 300 can establish a public network communication link through the first transit server 500 and establish a digital intercommunication communication link through the first digital channel machine 110 and the second digital channel machine 310 when each section runs, so that the train tail host 100 and the train tail locomotive platform 300 can continuously perform high-reliability communication in the running process.
In one embodiment, the multimode communication train tail system further comprises a second transit server, the train tail host 100 is further provided with a first private network communication unit, and the train tail locomotive station 300 is further provided with a second private network communication unit.
The first control unit 150 is electrically connected to the first private network communication unit, and the second control unit 350 is electrically connected to the second private network communication unit. The first private network communication unit and the second private network communication unit are connected with the second transfer server through railway private network wireless communication, so that private network communication links are established through the second transfer server. Specifically, the private network communication link is a communication link for data transfer between the train tail host 100 and the train tail locomotive station 300 through the second transfer server. The process of data interaction between the train tail host 100 and the train tail locomotive station 300 through the private network communication link is similar to the process of data interaction between the train tail host 100 and the train tail locomotive station 300 through the public network communication link, and reference can be made to the above. The private network communication link is specially designed for data interaction in the railway traffic system, and has higher real-time performance and safety compared with the public network communication link.
In one embodiment, the train tail host 100 is further provided with a wind pressure sensor 170, the wind pressure sensor 170 is electrically connected to the first control unit 150, and the wind pressure sensor 170 is configured to collect and feed back wind pressure of a wind pipe at the train tail portion to the first control unit 150. The brake system of the train comprises various air pipes, and the state of the brake is controlled by controlling the pressure in the air pipes so as to realize the braking of the train. Therefore, one of the important functions of the train tail main unit 100 is to monitor the wind pressure of the air duct at the tail of the train, and the first control unit 150 of the train tail main unit 100 feeds the wind pressure collected by the wind pressure sensor 170 back to the second control unit 350 of the train tail locomotive station 300 through the digital intercom communication link and the public network communication link, respectively. The second control unit 350 may display the received wind pressure to the locomotive crew, for example, by broadcasting through a speaker unit on the train tail locomotive platform 300 or by displaying through a display unit on the train tail locomotive platform 300, so that the locomotive crew can know the wind pressure state of the air duct at the tail of the train at any time.
In one embodiment, the first control unit 150 is configured to transmit a wind pressure warning signal to the corresponding second control unit 350 at a first preset interval through the public network communication link and the digital intercom communication link when the wind pressure is lower than the preset wind pressure. After receiving the wind pressure warning signal through any communication link, the second control unit 350 sends a wind pressure warning acknowledgement signal to the corresponding first control unit 150 through the corresponding communication link. After receiving the wind pressure alarm acknowledgement signal sent by any communication link, the first control unit 150 stops sending the wind pressure alarm signal by the corresponding communication link.
In one embodiment, the first control unit 150 is connected to the train tail exhaust brake device 190, the train tail exhaust brake device 190 is used for performing auxiliary exhaust braking, and the second control unit 350 is further used for sending an auxiliary exhaust signal to the corresponding first control unit 150 through a public network communication link and a digital intercom communication link. The second control unit 350 receives the auxiliary exhaust signal through the public network communication link or the digital intercom communication link and then controls the train tail exhaust braking device 190 to achieve auxiliary exhaust, and the second control unit 350 further sends an exhaust response signal to the corresponding first control unit 150 through the same communication link as the communication link that receives the auxiliary exhaust signal.
In one embodiment, the first control unit 150 is connected to a voltage collecting unit, the voltage collecting unit is configured to collect a power voltage of the corresponding train tail host 100, and the first control unit 150 is further configured to send a low voltage alarm signal to the corresponding second control unit 350 through a public network communication link and a digital intercom communication link at preset intervals when the voltage collected by the voltage collecting unit is lower than a preset voltage value. The second control unit 350 transmits a low voltage alarm acknowledgement signal to the corresponding first control unit 150 through a corresponding communication link after receiving the low voltage alarm signal through any communication link. After receiving the low voltage alarm acknowledgement signal sent by any communication link, the first control unit 150 stops sending the low voltage alarm signal by the corresponding communication link.
In some embodiments, if a private network communication link for data forwarding through the second system server is further configured between the train tail host 100 and the train tail locomotive platform 300, the first control unit 150 and the second control unit 350 perform data interaction processes of wind pressure query, wind pressure alarm, voltage alarm, auxiliary exhaust, and the like in the above embodiments through the public network communication link, the digital intercom communication link, and the private network communication link, respectively.
In one embodiment, the train tail host 100 is provided with a display unit, the first control unit 150 is electrically connected to the display unit, the first control unit 150 is further configured to send the wind pressure to the display unit, and the display unit is configured to display the wind pressure. In some alternative embodiments, the first control unit 150 transmits one or more of a power status of the train tail host 100, a public network communication link connection status, a private network communication link connection status, and/or a digital intercom communication link connection status to the display unit for display by the display unit.
In one embodiment, the train tail locomotive platform 300 is provided with at least one train tail control box 370, the train tail control box 370 is electrically connected with the second control unit 350, and the train tail control box 370 is used for receiving and transmitting information input by a user to the second control unit 350. Specifically, the locomotive crew may input information to the second control unit 350 by operating the end of train control box 370 to control the train railways.
In one embodiment, the second control unit 350 is further configured to send information received through a public network communication link or a digital intercom communication link to the train tail control box 370, and the train tail control box 370 is further configured to present the information sent by the second control unit 350. It can be understood that a display screen is arranged on the train tail control box 370, and the display screen is used for displaying the state information of the train tail equipment fed back by the train tail host 100, so that the locomotive staff can know the state of the train tail equipment according to the display content of the display screen. In some embodiments, the second control unit 350 transmits one or more of a public network communication link connection state, a private network communication link connection state, a digital intercom communication link connection state, an ID of the corresponding train tail host 100, and a locomotive number of the own train to the train tail control box 370 for presentation through the train tail control box 370.
In one embodiment, first digital channel machine 110 and second digital channel machine 310 are 400MHz digital channel machines. The communication frequency band of a digital channel machine commonly used in each section of the railway system is 400MHz at present, and the 400MHz digital channel machine can support digital intercommunication communication between a train tail host and a train tail locomotive station in the 400MHz frequency band.
In one embodiment, the first and second public network communication units 130 and 330 comprise 5G public network communication units. In an alternative embodiment, the 5G public network communication unit may adopt a 5G public network communication unit compatible with 5G, 4G and 3G signals at the same time.
In one embodiment, the first private network communication unit and the second private network communication unit comprise LTE-R private network communication units. At present, part of sections of a railway system begin to evolve from a GSM-R network to an LTE-R network, and the LTE-R network greatly improves the real-time performance, safety and the like of railway communication. The LTE-R private network communication unit is a unit for supporting private network communication between the train tail host and the train tail locomotive through the LTE-R network.
In one embodiment, the 5G public network communication unit and the LTE-R private network communication unit may be integrated on the same communication module, and the communication module is further connected with a positioning antenna, and the positioning module obtains the position information through the positioning antenna and sends the position information to the first control unit 150 or the second control unit 350.
In one embodiment, if only one communication antenna is provided on the train tail locomotive station 300, the second public network communication unit 330, the second private network communication unit and the second digital channel 310 may be connected to the communication antenna through a combiner, so that the second public network communication unit 330, the second private network communication unit and the second digital channel 310 all transmit and receive signals through the same communication antenna.
In the description herein, references to the description of "some embodiments," "other embodiments," "desired embodiments," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, a schematic description of the above terminology may not necessarily refer to the same embodiment or example.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above examples only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. The multimode communication train tail system is characterized by comprising at least one train tail host, at least one train tail locomotive platform and a first transfer server, wherein the train tail host is provided with a first digital channel machine, a first public network communication unit and a first control unit, and the train tail locomotive platform is provided with a second digital channel machine, a second public network communication unit and a second control unit;
the first control unit is electrically connected with the first digital channel machine, and the second control unit is electrically connected with the second digital channel machine; the first digital channel machine is in digital communication connection with the corresponding second digital channel machine so as to establish a digital talkback communication link;
the first control unit is electrically connected with the first public network communication unit, and the second control unit is electrically connected with the second public network communication unit; the first public network communication unit and the second public network communication unit are connected with the first transfer server through public network wireless communication, so that a public network communication link is established through the first transfer server.
2. The multimode communication train tail system according to claim 1, further comprising a second transit server, wherein the train tail host is further provided with a first private network communication unit, and the train tail locomotive platform is further provided with a second private network communication unit;
the first control unit is electrically connected with the first private network communication unit, and the second control unit is electrically connected with the second private network communication unit; the first private network communication unit and the second private network communication unit are connected with the second transfer server through railway private network wireless communication, so that private network communication links are established through the second transfer server.
3. The multimode communication train tail system according to claim 1, wherein the train tail host is further provided with a wind pressure sensor, the wind pressure sensor is electrically connected with the first control unit, and the wind pressure sensor is used for collecting and feeding back wind pressure of a wind pipe at the tail of the train to the first control unit; the first control unit is used for transmitting the wind pressure to the corresponding second control unit through the public network communication link and the digital talkback communication link.
4. The multimode communication train tail system according to claim 3, wherein the train tail host is provided with a display unit, the first control unit is electrically connected with the display unit, the first control unit is further configured to send the wind pressure to the display unit, and the display unit is configured to display the wind pressure.
5. The multimode communication train tail system according to claim 1, wherein the train tail locomotive platform is provided with at least one train tail control box, the train tail control box is electrically connected with the second control unit, and the train tail control box is configured to receive and send information input by a user to the second control unit.
6. The multimode communication train tail system according to claim 5, wherein the second control unit is further configured to send information received via the public network communication link or the digital intercom communication link to the train tail control box, and the train tail control box is further configured to display the information sent by the second control unit.
7. The multimode communication train tail system according to claim 3, wherein the first control unit is configured to transmit a wind pressure alarm signal to the corresponding second control unit through the public network communication link and the digital intercom communication link when the wind pressure is lower than a preset wind pressure.
8. The multimode communication train tail system of claim 1, wherein the first digital channel machine and the second digital channel machine are 400MHz digital channel machines.
9. The multimode communication train tail system of claim 1, wherein the first public network communication unit and the second public network communication unit are 5G public network communication units.
10. The multimode communication train tail system of claim 2, wherein the first private network communication unit and the second private network communication unit are LTE-R private network communication units.
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| CN114954563A (en) * | 2022-04-15 | 2022-08-30 | 中国神华能源股份有限公司 | Dual-mode train tail host |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114954563A (en) * | 2022-04-15 | 2022-08-30 | 中国神华能源股份有限公司 | Dual-mode train tail host |
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