CN112758140A - Train operation control system and method based on vehicle-to-vehicle and vehicle-to-ground communication - Google Patents
Train operation control system and method based on vehicle-to-vehicle and vehicle-to-ground communication Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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- B61L15/0018—Communication with or on the vehicle or train
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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Abstract
The invention provides a train operation control system and method based on vehicle-to-vehicle and vehicle-to-ground communication. The method comprises the following steps: judging whether a ground network exists or not; when the ground network exists, the vehicle-to-vehicle and the vehicle-to-ground are communicated through a ground communication system; when the ground network is not available, the train and the ground communicate with each other through the train-ground bidirectional communication base station and the train-ground communication unit, and the train and the vehicle communicate with each other through the train-ground communication unit and the ad-hoc network train-vehicle communication unit. The train operation control system and method based on train-to-train and train-ground communication improve the efficiency and accuracy of train-to-train communication, greatly increase the communication distance of train-to-train communication, and directly perform the train-to-train communication on the basis of the original train control technologies of C1, C2 and C3. The method has obvious effect on the heavy haul railway which is covered by a core-free network and a ground access network and needs long-distance communication, ensures the information interaction efficiency of a tracking train workshop, and compatibly uses existing communication infrastructures such as GSM-R, LTE-M and wifi.
Description
Technical Field
The invention belongs to the technical field of rail transit control, and particularly relates to a train operation control system and method based on vehicle-to-vehicle and vehicle-to-ground communication.
Background
At present, when a heavy-duty train runs in a section without coverage of infrastructure communication facilities, real-time information of two trains cannot be accurately obtained when the distance between the two trains is long, the trains can only track according to track circuit information, and only a train dispatching communication system covers the section. The ruby railway of the heavy haul train is covered by the whole line of an LTE-M communication system, the communication system carries service information interaction such as a voice train dispatching telephone, a wireless reconnection service and a comprehensive train tail, and fig. 9 shows a schematic diagram of a connection mode of a master machine and a slave machine of the heavy haul train.
At present, a Global System for Mobile Communications-Railway (GSM-R) communication System is adopted for a high-speed rail train control System to carry train control information interaction, and the GSM-R is an international wireless communication standard for Railway communication and application. The subsystem of the European railway traffic management system uses GSM-R to complete the communication between the train and the dispatch center. The GSM-R system consists of a vehicle-mounted communication radio station, a wireless access network, a transmission network and core network equipment. The vehicle-mounted train control information uses a communication rate of 9.6kbps, adopts a vehicle-ground two-way communication mode, and interacts with the RBC (radio bearer control) in real time through a GSM-R network. The GSM-R network simultaneously carries part of the speech-modulated telephony service.
The CBTC subway control system adopts an LTE-M or wifi communication mode to carry out row control information interaction with a ground control center, and the LTE-M or wifi system simultaneously carries in-vehicle monitoring return and information interaction and return of PIS (passenger information system).
The heavy-duty train refers to an ultra-long and ultra-heavy freight train which is towed by two or more trains. The section where the heavy-duty train runs is usually not covered by a ground basic network, how to complete the interaction of real-time information of the heavy-duty train in the area without the coverage of communication infrastructure is achieved, and the reliability and the effectiveness of point-to-point communication between the heavy-duty trains are particularly important to be improved. At present, a 400M communication mode, a 800M communication mode and a power line coupling communication mode are adopted in heavy-duty train technology, and the schemes are low in link budget, poor in anti-interference capability and short in transmission distance.
Disclosure of Invention
In order to solve the above problems, the present invention provides a train operation control method based on train-to-train and train-ground communication, wherein the method comprises:
judging whether a ground network exists or not;
when the ground network exists, the vehicle-to-vehicle and the vehicle-to-ground are communicated through a ground communication system;
when no ground network exists, the train and the ground communicate with each other through the train-ground bidirectional communication base station and the train-ground communication unit, and the train and the vehicle communicate with each other through the train-ground communication unit and the ad hoc network train-vehicle communication unit to further control the train to run.
Furthermore, when the train and the ground are communicated, the train adopts IP addressing through the train and ground communication unit,
initiating a link to a group control server through a train-ground bidirectional communication base station, and interacting with the group control server in a user datagram protocol manner to obtain plan data and group information of automatic train driving;
and initiating a link to a key server through the vehicle-ground bidirectional communication base station, and interacting with the key server in a user datagram protocol manner to obtain key information.
Furthermore, when the communication is carried out between the vehicles through the ad hoc network vehicle-vehicle communication unit,
the self-organizing network car communication unit of the front train head sends the train information to the ground compensation equipment, the ground compensation equipment sends the train information of the front train to the self-organizing network car communication unit of the rear train head, and the front train head and the rear train head serve as relay communication through the ground compensation equipment.
Furthermore, when the communication is carried out between the vehicles through the ad hoc network vehicle-vehicle communication unit,
the first ad hoc network car communication unit of front train sends train information to the car communication unit of train tail, the car communication unit of train tail will train information sends the first ad hoc network car communication unit of back train, and the first car communication unit that passes through the train tail of front train and back train is as relay communication.
Furthermore, when the communication is carried out between the vehicles through the vehicle-ground communication unit,
the train-ground communication unit of the front train head and the train-ground communication unit of the rear train head sequentially pass through the train-ground bidirectional communication base station to obtain the planning data, the group information and the key information of the automatic train driving for communication.
Furthermore, when the vehicle-to-vehicle and the vehicle-to-ground are communicated through a ground communication system, the vehicle-to-ground bidirectional communication base station, the vehicle-to-ground communication unit and the ad hoc network vehicle-to-vehicle communication unit do not work.
Further, the ground communication system comprises an LTE-M ground device, and the LTE-M ground device comprises a core network device and an LTE-M base station device;
the group control server and the key server are connected with the LTE-M core network through a data network, the automatic train protection system uses an LTE-M radio station to establish user datagram protocol connection through the IP address of the server, the group control server and the key server, the train obtains planning data and group information of automatic train driving through the group control server, and the key server obtains key information.
The invention also provides a train operation control system based on vehicle-to-vehicle and ground communication, which comprises:
a ground network judging unit for judging whether a ground network exists;
when the ground network exists, the vehicle-to-vehicle and the vehicle-to-ground are communicated through a ground communication system;
when the ground network is not available, the train and the ground communicate with each other through the train-ground bidirectional communication base station and the train-ground communication unit, and the train and the vehicle communicate with each other through the train-ground communication unit and the ad-hoc network train-vehicle communication unit.
Furthermore, when the train and the ground are communicated, the train adopts IP addressing through the train and ground communication unit,
initiating a link to a group control server through a train-ground bidirectional communication base station, and interacting with the group control server in a user datagram protocol manner to obtain plan data and group information of automatic train driving;
and initiating a link to a key server through the vehicle-ground bidirectional communication base station, and interacting with the key server in a user datagram protocol manner to obtain key information.
Further, the ground communication system comprises an LTE-M ground device, and the LTE-M ground device comprises a core network device and an LTE-M base station device;
the group control server and the key server are connected with the LTE-M core network through a data network, the automatic train protection system uses an LTE-M radio station to establish user datagram protocol connection through the IP address of the server, the group control server and the key server, the train obtains planning data and group information of automatic train driving through the group control server, and the key server obtains key information.
The train operation control system and method based on train-to-train and train-ground communication improve the efficiency and accuracy of train-to-train communication, greatly increase the communication distance of train-to-train communication, and directly perform the train-to-train communication on the basis of the original train control technologies of C1, C2 and C3. The method has the advantages that the effect is obvious on the heavy haul railway which is covered by a core-free network and a ground access network and needs long-distance communication, the information interaction efficiency of a tracking train workshop is guaranteed, a new communication system on the heavy haul railway is designed, and existing communication infrastructures such as GSM-R, LTE-M and wifi are used compatibly. Meanwhile, the invention adopts the fusion of multifunctional radio stations at the head, a plurality of radio stations work cooperatively to fuse communication flows together, and the head communication speed and period can be changed according to different distances.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic diagram of a train operation control system based on train-to-train and ground communication according to an embodiment of the invention;
FIG. 2 is a diagram illustrating an overall architecture of a train operation control system based on train cars and cars;
FIG. 3 shows a block diagram of a ground complement apparatus in an embodiment of the invention;
FIG. 4 is a block diagram of a system for broadcasting a single system base station by C1 according to an embodiment of the present invention;
FIG. 5 is a block diagram of a ground device of the train-ground communication system according to an embodiment of the invention;
fig. 6 shows a block diagram of a LTE-M coverage area ground-side communication system in an embodiment of the present invention;
FIG. 7 illustrates a block diagram of a header communication system in an embodiment of the present invention;
FIG. 8 is a block diagram of a train-tail communication system in an embodiment of the present invention;
fig. 9 shows a schematic diagram of the connection mode of the master and the slave of the heavy-duty train.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment of the invention provides a train operation control system and method based on vehicle-to-vehicle and vehicle-to-ground communication, wherein the vehicle-to-vehicle communication realizes the real-time communication among heavy-load trains, and the point-to-point direct communication can reach 4.5km farthest. And when the communication terminals of the two heavy-load trains are within a range of 4.5km away, the information of the opposite party can be obtained in real time, the information interaction of the vehicle-mounted application virtually linked during the interval operation is completed, and the operation of a plurality of rows of heavy-load train groups in the interval is finally realized.
The train-ground communication realizes the information interaction with the group control server, the line data server and the key server in the train station, and completes the interaction and the update of the marshalling information, the driving permission information, the line data information and the key data in the station. The group control information adopts a train-ground two-way communication mode, and after a train enters a coverage area, a link with a group control server is initiated to carry out data interaction; the line data information adopts a broadcast communication mode, and the line data information can be obtained after the train enters a coverage area; the key data interaction also adopts a vehicle-ground two-way communication mode, so that the security and the real-time performance of the key are ensured.
In the embodiment of the invention, KMC represents a key server, GCS represents a group control server, C1 represents a CTCS-1 level train control system, C2 represents a CTCS-2 level train control system, C3 represents a CTCS-3 level train control system, SDS represents a line data server, ATO represents a train automatic driving system, and ATP represents a train automatic protection system.
The communication system comprises three parts, namely ground equipment (including vehicle-to-vehicle communication ground compensation equipment), train head vehicle-mounted communication equipment and train tail vehicle-mounted communication equipment. While compatible with a segment having LTE-M (LTE-M is a cellular technology designed specifically to meet the requirements of internet of things (IoT) or machine-to-machine communication applications) or GSM-R terrestrial communication systems, the following compatibility description takes LTE-M as an example. Fig. 1 is a schematic structural diagram of a train operation control system based on vehicle-to-vehicle and ground communication in an embodiment of the invention, and the overall communication architecture is as shown in fig. 1. When the vehicle enters a section with an LTE-M ground communication system, the vehicle-ground communication unit, the ad hoc network vehicle-vehicle communication unit and the reconnection communication unit do not work through LTE-M communication; when the drive-in section is not covered by the LTE-M, the other units except the LTE-M work. (the rear car is not shown in communication with the ground in the same manner as the former).
An urban rail transit vehicle-ground integrated communication system (LTE-M) is a TD-LTE system designed aiming at urban rail integrated service requirements. The LTE-M can simultaneously bear information such as a communication-based train control system (CBTC), video monitoring (IMS), a Passenger Information System (PIS), train running state monitoring, cluster scheduling service and the like.
Specifically, the ground device includes 4 communication subsystems according to function division: the ground compensation equipment (called ground compensation equipment) for vehicle-to-vehicle communication is responsible for finishing the relay forwarding work of vehicle-to-vehicle communication information; the C1 broadcast base station equipment is connected with the SDS server and is responsible for broadcasting the line data to the vehicle-mounted communication equipment; the train-ground communication base station equipment is connected with the GCS or the KMC server and is responsible for interacting information such as a traveling plan, a marshalling plan, a key, a train position and state and the like; in the LTE-M covered area, all information of vehicle-to-vehicle communication and vehicle-to-ground communication is transmitted by the LTE-M communication system except the C1 which broadcasts line data broadcasted by the base station.
The first vehicle-mounted communication equipment is divided into 5 communication units according to functions: the ad hoc network vehicle-vehicle communication unit is responsible for finishing vehicle-vehicle communication information interaction; the train-ground communication unit is responsible for finishing information interaction with the GCS server and the KMC server; the train tail communication unit is responsible for finishing the interaction of information such as train tail wind pressure, integrity and the like; the reconnection communication unit is responsible for communication between the host and the slave to complete interaction of synchronous control information; and the C1 communication unit is responsible for completing the receiving of the SDS server information.
Train tail vehicle-mounted communication equipment is divided into 2 communication units according to functions: the train-vehicle communication unit is responsible for finishing the relay work of a train head train, the transmission of information such as the integrity of the train tail position and the like; and the train tail radio station unit is contained in the comprehensive train tail and is responsible for sending information such as integrity, wind pressure and the like to a train tail terminal box of the train head communication unit.
Fig. 2 is a diagram showing an overall architecture of a train operation control system based on train cars and car-grounds in the embodiment of the present invention, in fig. 2, a ground compensation device is placed in a tunnel, an SDS server, a GCS server and a KMC server are provided in a station, a C1 broadcast base station is connected with the SDS server through an ethernet protocol, and a car-ground bidirectional communication base station is connected with the GCS server and the KMC server through an ethernet protocol; when the train runs in an area covered by the LTE-M network, the GCS server and the KMC server are connected with the LTE-M core network through an Ethernet protocol, and the LTE-M core network is connected with the LTE-M base station.
The embodiment of the invention provides a train operation control method based on vehicle-to-vehicle and ground communication, which comprises the following steps:
judging whether a ground network exists on the ground or not;
when the ground network exists, the vehicle-to-vehicle and the vehicle-to-ground are communicated through a ground communication system;
when the ground network is not available, the train and the ground communicate with each other through the train-ground bidirectional communication base station and the train-ground communication unit, and the train and the vehicle communicate with each other through the train-ground communication unit and the ad-hoc network train-vehicle communication unit.
Specifically, when the train and the ground communicate with each other, the train adopts IP addressing through the train and ground communication unit, initiates a link to a group control server through a train and ground bidirectional communication base station, and interacts with the group control server in a user datagram protocol manner to obtain planning data and group information of automatic train driving; and initiating a link to a key server through the vehicle-ground bidirectional communication base station, and interacting with the key server in a user datagram protocol manner to obtain key information.
Specifically, when the vehicles communicate with each other through the ad hoc network vehicle-to-vehicle communication unit:
when the distance between the two vehicles is short, the self-networking vehicle-vehicle communication unit of the front vehicle train head is directly connected with the self-networking vehicle-vehicle communication unit of the rear vehicle train head for communication;
when the distance is long, the ad hoc network vehicle-to-vehicle communication unit of the front train head sends train information to the ground compensation equipment, the ground compensation equipment sends the train information of the front train to the ad hoc network vehicle-to-vehicle communication unit of the rear train head, and the front train head and the rear train head are in relay communication through the ground compensation equipment;
when the distance is far away, can also communicate through the train communication unit of train tail, the first ad hoc network car communication unit of front train is with train information transmission for the train communication unit of train tail, the train communication unit of train tail will train information transmission is for the first ad hoc network car communication unit of back train, and the front train is first with the first car communication unit of back train through train tail as relay communication.
When the vehicles communicate with each other through the vehicle-ground communication unit: the train-ground communication unit of the front train head and the train-ground communication unit of the rear train head sequentially pass through the train-ground bidirectional communication base station to obtain the planning data, the group information and the key information of the automatic train driving for communication.
Specifically, when the vehicle-to-vehicle and the vehicle-to-ground communicate through the ground communication system, the vehicle-to-ground bidirectional communication base station, the vehicle-to-ground communication unit and the ad hoc network vehicle-to-vehicle communication unit do not work.
The ground communication system includes one or more of LTE-M, GSM-R ground communication systems, etc., in the embodiment of the present invention, only LTE-M is exemplified as one of the ground communication devices, and the communication contents of other ground communication systems for heavy-duty trains are also within the protection scope of the embodiment of the present invention.
Specifically, the LTE-M ground equipment comprises core network equipment and LTE-M base station equipment;
the group control server and the key server are connected with the LTE-M core network through a data network, the automatic train protection system uses an LTE-M radio station to establish user datagram protocol connection through the IP address of the server, the group control server and the key server, the train obtains planning data and group information of automatic train driving through the group control server, and the key server obtains key information.
The embodiment of the invention also provides a train operation control system based on train-to-train and train-ground communication, which comprises:
the ground network judging unit is used for judging whether a ground network exists on the ground or not;
when the ground network exists, the vehicle-to-vehicle and the vehicle-to-ground are communicated through a ground communication system;
when the ground network is not available, the train and the ground communicate with each other through the train-ground bidirectional communication base station and the train-ground communication unit, and the train and the vehicle communicate with each other through the train-ground communication unit and the ad-hoc network train-vehicle communication unit.
Specifically, when the train and the ground are communicated, the train adopts IP addressing through the train and ground communication unit,
initiating a link to a group control server through a train-ground bidirectional communication base station, and interacting with the group control server in a user datagram protocol manner to obtain plan data and group information of automatic train driving; and initiating a link to a key server through the vehicle-ground bidirectional communication base station, and interacting with the key server in a user datagram protocol manner to obtain key information.
Specifically, the ground communication system comprises LTE-M ground equipment, wherein the LTE-M ground equipment comprises core network equipment and LTE-M base station equipment;
the group control server and the key server are connected with the LTE-M core network through a data network, the automatic train protection system uses an LTE-M radio station to establish user datagram protocol connection through the IP address of the server, the group control server and the key server, the train obtains planning data and group information of automatic train driving through the group control server, and the key server obtains key information.
Fig. 3 shows a single-system block diagram of the local patch device in the embodiment of the present invention, in fig. 3, the local patch device is generally placed in a tunnel and at a bend, and is mainly used as a forwarding relay for vehicle-to-vehicle communication, which adopts 1+1 cold standby, and when a system a fails, the local patch device is automatically switched to a system B. The communication related part of the ground compensation equipment comprises a control panel, a 400M car-to-car 1 radio station, a 1.8G car-to-car 2 radio station, an antenna combiner and an antenna feeder. The control panel passes through the ether agreement and is connected with car 1 radio station, car 2 radio stations, and the antenna combiner passes through the sky feeder and is connected with car 1 radio station, car 2 radio stations.
Fig. 4 shows a block diagram of a single system of a C1 broadcast base station in an embodiment of the present invention, wherein the C1 ground device is connected with the SDS server via an ethernet protocol, and transmits line data in the form of broadcast. The C1 broadcast base station adopts a warm standby mode, the active and standby are in a heartbeat information interaction state, and the automatic switching is carried out when the active and standby heartbeats disappear. Taking a section of the full-line coverage LTE-M network as an example, when the heavy-duty train is communicated in the LTE-M mode, the line data is still sent through the C1 base station, and the LTE-M communication mode is not used.
Fig. 5 shows a single-system block diagram of ground equipment of a vehicle-ground communication system in an embodiment of the invention, and a vehicle-ground bidirectional communication base station is connected with a GCS server and a KMC server in an Ethernet manner. The vehicle initiates a link to the GCS server using IP addressing over the vehicle-to-ground communication system, the vehicle obtains the IP from the transponder, and initiates a UDP connection to the GCS over the vehicle-to-ground communication system. The vehicle also adopts IP (Internet Protocol) to inquire a server through a vehicle-ground communication system to address and initiate a link to a KMC server, and the UDP provides a method for sending an encapsulated IP data packet without establishing a connection for an application program to interact with the KMC system through the UDP mode so as to obtain key information. Each base station of the train-ground communication system adopts a warm standby redundancy mode, state information is obtained between the main base station and the standby base station through heartbeat information, and switching is automatically completed when a main system breaks down.
Fig. 6 shows a block diagram of a ground-side communication system of an LTE-M coverage area in an embodiment of the present invention, and fig. 6 shows a ground device diagram of vehicle-ground and vehicle-vehicle communication with ground network devices, taking a section of a full-line coverage LTE-M network as an example. The vehicle-to-vehicle and vehicle-to-ground communication in the area all adopt an LTE-M mode. However, the line data is still transmitted through the C1 base station, and the LTE-M communication mode is not used. When entering an area covered by a ground LTE-M, the communication switching is initiated by ATP, wherein LTE-M ground equipment comprises core network equipment and LTE-M base station equipment. The GCS/KMC server is connected with an LTE-M core network through a data network, vehicle-mounted ATP uses an LTE-M radio station to establish UDP connection with the GCS/KMC server through an IP address of the server (an Internet Protocol set supports a connectionless transmission Protocol which is called a User Datagram Protocol (UDP)), the LTE-M radio station is arranged on a train and is responsible for communication of LTE-M base station equipment, and the UDP provides a method for sending encapsulated IP data packets without establishing connection for application programs. The vehicle obtains ATO plan data and group information through the GCS server, reports information such as position and the like, and obtains key information through the KMC server. When the vehicle enters a section with an LTE-M ground communication system, the vehicle-ground communication unit, the ad hoc network vehicle-vehicle communication unit and the reconnection communication unit do not work through LTE-M communication; when the drive-in section is not covered by the LTE-M, the other units except the LTE-M work.
Fig. 7 shows a block diagram of a train head communication system in an embodiment of the present invention, where a train head communication radio station is connected to a train-mounted train control device in an ethernet manner, and in an embodiment of the present invention, the train-mounted train control device uses an ATP (automatic train protection device) as an example, and in an actual application process, the train-mounted train control device includes but is not limited to one of an ATP, an ATO (automatic train control system), and an OBU (on-board unit), the train head communication radio station includes a C1 communication unit, a train-ground communication unit, an ad hoc network train-vehicle communication unit, an LTE-M, a train tail communication unit, and a reconnection communication unit in fig. 1, and interacts with the train-mounted train control device in a UDP manner, and reports received ATO plan data, group information, position information, and the like, and at the same time, completes interaction of vehicle-to-vehicle-. The first communication radio station adopts a warm standby redundancy mode, when the main system fails, the standby system is automatically switched, and the two redundant radio stations complete switching or information forwarding through the main control module.
Specifically, the communication distance is divided into three types when the first train communication radio station interval is tracked, and different communication periods are adopted. The remote communication distance is 3.5-2.7km, the application layer sends a packet of data every 5s, and the application layer judges that the communication is overtime in 10 s; the medium-distance communication distance is 2.7-1km, the application layer sends a packet of data every 3s, and the application layer judges that the communication is overtime in 6 s; the near field communication distance is 1-0.2km, the application layer sends a packet of data every 1s, and the application layer 2s judges that the communication is overtime.
Fig. 8 shows a block diagram of a train tail communication system in an embodiment of the invention, and train tail equipment comprises a comprehensive train tail unit, a train-vehicle communication unit, a communication monitoring radar device and a power supply device.
The integrated train tail is described in detail as follows: the comprehensive train tail has a positioning function and comprises a train tail radio station. The train tail radio station comprises two systems, a warm standby mode is adopted between the two systems, and when the A system fails, the comprehensive train tail completes the work of switching the system of the electric station. When entering a section covered by LTE-M, an LTE-M radio station should be preferentially used as a train tail radio station. For the comprehensive train tail, the two series of vehicle-to-vehicle communication units use a warm standby mode, only one series of vehicle-to-vehicle communication units and the comprehensive train tail have application data interaction, and when one series of vehicle-to-vehicle communication units have faults, the comprehensive train tail completes switching.
The train operation control system and method based on train-to-train and train-ground communication improve the efficiency and accuracy of train-to-train communication, greatly increase the communication distance of train-to-train communication, and directly perform the train-to-train communication on the basis of the original train control technologies of C1, C2 and C3. The method has the advantages that the effect is obvious on the heavy haul railway which is covered by a core-free network and a ground access network and needs long-distance communication, the information interaction efficiency of a tracking train workshop is guaranteed, a new communication system on the heavy haul railway is designed, and existing communication infrastructures such as GSM-R, LTE-M and wifi are used compatibly. Meanwhile, the invention adopts the fusion of multifunctional radio stations at the head, a plurality of radio stations work cooperatively to fuse communication flows together, and the head communication speed and period can be changed according to different distances.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A train operation control method based on vehicle-to-vehicle and ground communication is characterized by comprising the following steps:
judging whether a ground network exists or not;
when the ground network exists, the vehicle-to-vehicle and the vehicle-to-ground are communicated through a ground communication system;
when no ground network exists, the train and the ground communicate with each other through the train-ground bidirectional communication base station and the train-ground communication unit, and the train and the vehicle communicate with each other through the train-ground communication unit and the ad hoc network train-vehicle communication unit to further control the train to run.
2. The train operation control method based on train-to-train and train-ground communication as claimed in claim 1, wherein when the communication between the train and the ground is performed, the train is addressed by the train-ground communication unit using IP,
initiating a link to a group control server through a train-ground bidirectional communication base station, and interacting with the group control server in a user datagram protocol manner to obtain plan data and group information of automatic train driving;
and initiating a link to a key server through the vehicle-ground bidirectional communication base station, and interacting with the key server in a user datagram protocol manner to obtain key information.
3. The train operation control method based on train-to-train and ground communication as claimed in claim 1, wherein when communication is performed between trains through ad hoc network train-to-train communication units,
the self-organizing network car communication unit of the front train head sends the train information to the ground compensation equipment, the ground compensation equipment sends the train information of the front train to the self-organizing network car communication unit of the rear train head, and the front train head and the rear train head serve as relay communication through the ground compensation equipment.
4. The train operation control method based on train-to-train and ground communication as claimed in claim 1, wherein when communication is performed between trains through ad hoc network train-to-train communication units,
the first ad hoc network car communication unit of front train sends train information to the car communication unit of train tail, the car communication unit of train tail will train information sends the first ad hoc network car communication unit of back train, and the first car communication unit that passes through the train tail of front train and back train is as relay communication.
5. The train operation control method based on vehicle-to-vehicle and vehicle-to-ground communication according to claim 2, wherein when communication is performed between vehicles via the vehicle-to-ground communication unit,
the train-ground communication unit of the front train head and the train-ground communication unit of the rear train head sequentially pass through the train-ground bidirectional communication base station to obtain the planning data, the group information and the key information of the automatic train driving for communication.
6. The train operation control method based on train-to-train and train-ground communication as claimed in claim 1, wherein the train-ground bidirectional communication base station, the train-ground communication unit and the ad hoc network train-to-train communication unit are not operated when the train-to-train and the train-ground communicate with each other through the ground communication system.
7. The train operation control method based on train-to-train and train-to-ground communication of claim 6, wherein the ground communication system comprises an LTE-M ground device, and the LTE-M ground device comprises a core network device and an LTE-M base station device;
the group control server and the key server are connected with the LTE-M core network through a data network, the automatic train protection system uses an LTE-M radio station to establish user datagram protocol connection through the IP address of the server, the group control server and the key server, the train obtains planning data and group information of automatic train driving through the group control server, and the key server obtains key information.
8. A train operation control system based on vehicle-to-vehicle and ground communication, characterized in that the system comprises:
a ground network judging unit for judging whether a ground network exists;
when the ground network exists, the vehicle-to-vehicle and the vehicle-to-ground are communicated through a ground communication system;
when the ground network is not available, the train and the ground communicate with each other through the train-ground bidirectional communication base station and the train-ground communication unit, and the train and the vehicle communicate with each other through the train-ground communication unit and the ad-hoc network train-vehicle communication unit.
9. The train operation control system based on train-to-train and ground communication of claim 8, wherein when the communication between the train and the ground is performed, the train is addressed by the train-to-ground communication unit through IP,
initiating a link to a group control server through a train-ground bidirectional communication base station, and interacting with the group control server in a user datagram protocol manner to obtain plan data and group information of automatic train driving;
and initiating a link to a key server through the vehicle-ground bidirectional communication base station, and interacting with the key server in a user datagram protocol manner to obtain key information.
10. The train operation control system based on train-to-train and train-to-ground communication of claim 8, wherein the ground communication system comprises an LTE-M ground device, the LTE-M ground device comprising a core network device, an LTE-M base station device;
the group control server and the key server are connected with the LTE-M core network through a data network, the automatic train protection system uses an LTE-M radio station to establish user datagram protocol connection through the IP address of the server, the group control server and the key server, the train obtains planning data and group information of automatic train driving through the group control server, and the key server obtains key information.
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