CN115973222A - Redundancy method, device and system for train head and tail vehicle-mounted signal system device - Google Patents

Abstract

The invention relates to a redundancy method and a redundancy system for equipment of a train head and tail vehicle-mounted signal system, which are used for the trains in a non-vehicle mode, such as a motor train unit, a dynamic collection type motor train unit, an urban rail train and the like.

Description

Redundancy method, device and system for train head and tail vehicle-mounted signal system device

Technical Field

The invention belongs to the field of rail transit, and particularly relates to a train head and tail mounted with vehicle-mounted signal systems such as ATP, LKJ, ATO and other related devices and peripheral monitoring and diagnosing equipment.

Background

The vehicle-mounted signal system comprises a core part of a train operation control system and is responsible for monitoring and controlling the safe operation of the train, the ATO automatic driving system improves the transportation efficiency and comfort, and key equipment such as related signals and communication equipment, vehicle-mounted detection and diagnosis equipment and the like. At present, vehicle-mounted train control or signal equipment is arranged at two ends of a motor train unit, a dynamic motor train unit and an urban rail vehicle, and ATO automatic driving systems are arranged at two partial ends of the motor train unit, the dynamic motor train unit and the urban rail vehicle, but the systems work at two ends of the train independently, and if a running end system fails in the running process, the train is forced to degrade or quit a task, so that the transportation efficiency is seriously influenced.

The method establishes head-to-tail redundancy for signal equipment at two ends of a train, including related equipment such as a train control system and an ATO system and monitoring and diagnosing equipment, cannot influence the safety of the signal equipment, and improves the availability and reliability of the signal system.

1. The invention belongs to the technical field of urban rail transit signals, and relates to a head and tail redundancy design method for urban rail train positioning equipment, which comprises the steps of installing a set of BTM positioning equipment at the head and tail ends of a vehicle in a CBTC (communication based train control) signal system, wherein the application number is 201811497972.0, the application date is 2018-12-07, the publication number is CN109649443B, the publication date is 2020-09-22, and the name is 'a head and tail redundancy design method for urban rail train positioning equipment', and the applicant is a Chinese invention patent of 'Tianjingjin navigation computing institute'; the vehicle ATP at the head end and the tail end of the vehicle is provided with an interaction channel; the vehicle-mounted ATP interaction channels at the head end and the tail end of the vehicle carry out information interaction, and the interactive information comprises positioning information; and finishing time distribution and tail end positioning at the head end and the tail end by utilizing the interactive information. When the head end positioning equipment fails, the method can use the tail end positioning information to maintain self positioning, thereby improving the availability of the system. The instant safety envelope may be enlarged when the first-end ATP switches to the positioning of the tail-end ATP, and in the worst case, the safety envelope exceeds the maximum allowable range, and the ATP outputs an emergency brake.

2. The invention discloses a head and tail redundancy system of vehicle-mounted signal equipment and an execution method thereof, wherein the head and tail redundancy system is composed of a head-end vehicle-mounted ATP equipment and a tail-end vehicle-mounted ATP equipment which are connected, the vehicle-mounted ATP equipment comprises an OBCU, a data processing unit and external equipment, the OBCU and the data processing unit are directly connected with a communication bus, and the external equipment is connected with the data processing unit; the execution method comprises the steps that the external equipment sends data to the data processing unit, the data processing unit processes the data to form data frames and sends the data frames to the OBCU, the OBCU receives the data frames to calculate, and sends a command to the data processing unit according to a calculation result; the data processing unit converts the received command into a train signal and outputs the train signal to the train; if there is a certain control assembly to go wrong and corresponds the subassembly and replace, this scheme only adopts a communication bus, has saved a large amount of IO cables and communication cable between the train both ends, has practiced thrift the cost and also has more convenient to overhaul and maintain, and the implementation nature is stronger.

3. The invention provides a system and a method for measuring the speed and the distance of head and tail redundancy of a rail train, which are Chinese invention patents with the application number of 201811220437.0, the application date of 2018-10-19, the publication number of CN109532951A, the publication date of 2019-03-29, the name of 'a system and a method for measuring the speed and the distance of head and tail redundancy of the rail train' and the application number of 'Beijing whole-road communication Signal research design institute group Limited' and comprises the following steps: the head end and the tail end of the train are respectively provided with a set of independent speed and distance measuring system; each speed and distance measuring system comprises M main sensors and N auxiliary sensors for speed and distance measurement, wherein M is more than or equal to 1,N and more than or equal to 0, and M + N is more than or equal to 2; each set of speed and distance measuring system also comprises a speed and distance measuring processing unit which is used for processing the measured data of the sensor and outputting the information of the speed and distance measuring result; the measurement information of the sensors at the head and the tail of the train is shared between the two speed and distance measuring systems through the communication device; the speed and distance measuring processing unit at least selects X sensors which normally run from the sensors of the speed and distance measuring systems at two ends as measuring data sources to process, and at least Y sensors in the X sensors are main sensors. The system realizes safe redundant positioning of the head and the tail of the train and improves the reliability of automatic operation of the train.

4. The head and tail redundancy function brief statement of the vehicle-mounted equipment of the Siemens signal system introduces the redundancy prevention of the Siemens company in the urban rail signal system, and the detailed description is as follows: the onboard control units at both ends receive all inputs from the buttons, switches and contacts of both cabs. If the ATP detects an internal fault, its safety output will be immediately shut off. After switching to another set of onboard control unit, the train will continue to operate in the same operating mode. In order to provide a hot standby ATP redundancy scheme, the ATP outputs at both ends need to be connected to each other.

5. The urban rail transit vehicle-mounted ATC control system redundancy mode contrastive analysis describes a vehicle-mounted ATC redundancy system of CBTC of Carsco and Tyrez, vehicle-mounted signal equipment of the Carsco adopts head-tail redundancy configuration, the redundancy of a core processing unit of a head-tail vehicle-mounted controller is substantial, namely the configuration of two times of the core processing unit is adopted, the head and the tail of an input and output unit cannot be redundant, namely the configuration of three times of two times of single ends is adopted, the redundancy switching mode of the vehicle-mounted signal equipment of the Tyrez is that a standby controller judges whether switching is needed or not by monitoring whether the online working state of a main controller is activated or not, once the standby controller receives the disconnection of an online working state signal of the main controller, the standby controller completes switching in 500 ms, the switching needs 500 zxft 62 because of the switching, the main vehicle-mounted ATC controller interrupts all vehicle outputs in the switching process of the vehicle-mounted ATC control system, and comprises an emergency braking control command, so that the vehicle applies emergency brake to realize seamless switching of the main vehicle-mounted ATC and the vehicle-mounted ATC control system switching needs to be matched with the emergency brake control circuit, and the emergency brake control circuit to recover the vehicle-mounted ATC control circuit.

The head and tail redundancy scheme proposed by the above patent and literature is either only a redundancy part of functions, or a complete scheme without practical application value is proposed, some schemes do not have head and tail redundancy conditions such as TCR (track information acquisition), and a correct train interface redundancy scheme is not provided at the same time.

Disclosure of Invention

The technical problem to be solved by the invention is to provide redundancy which is realized by mutually interacting data only through train through lines such as communication buses or point-to-point serial lines, and realize reliable redundancy of the vehicle-mounted signal devices at the two ends of the train through certain measures, thereby improving the availability and reliability of the vehicle-mounted signal devices.

The vehicle-mounted signal equipment comprises vehicle-mounted train control system, automatic driving system and other related equipment, vehicle-mounted monitoring and diagnosis equipment and the like.

In order to solve the technical problems, the technical scheme adopted by the invention is as follows: direct wireless or through-wire communication between the train head and the train tail can be adopted for a short marshalling train to realize the information redundancy of the train head signal equipment and the train tail signal equipment, and a train middle communication relay mode is adopted for a long marshalling train or a longer train to realize the reliable redundancy of the information of the train head and tail signal equipment of the long marshalling train so as to realize the train head and tail redundancy of vehicle-mounted signal equipment.

When the train-ground communication meets the requirements of real-time performance, data volume, reliability and the like, the train head and tail signal equipment can also realize information sharing redundancy of the train head and tail equipment through the train-ground communication and the ground equipment communication, and realize redundancy of the train head and tail vehicle-mounted signal equipment.

In a weak field or a non-field of vehicle-ground wireless communication, different communication modes can be adopted according to actual conditions, a repeater station antenna adding or cable leakage mode can be arranged, or signal interweaving covering arrangement can be adopted at the same time through a relay mode, and the reliability of vehicle-ground communication is improved.

The train is provided with a reserved through communication bus, and the through communication bus or point-to-point serial communication can be used as a means for exchanging data between head equipment and tail equipment or a redundant standby.

The reliable wireless communication of the head and tail information is realized by directly exchanging data through wireless communication or adding relays between the head and tail signal equipment of the train, the condition allows the train-ground communication of the head and tail signal equipment of the train to be independently or simultaneously adopted to indirectly realize the head and tail information interaction, the condition allows the head and tail information interaction to be independently or simultaneously realized through a head and tail communication line of the train by adopting the head and tail signal equipment of the train, the redundancy of the head and tail equipment is further realized, and the communication mode and the combination mode can be configured according to the field condition.

The wireless communication between the train head and the train tail signal equipment can adopt communication methods such as microwave, data transmission radio, induction communication, WLAN and the like, can adopt technologies such as spread spectrum, frequency hopping, directional antenna and the like, can adopt a relay mode when the train head is far away from the train tail, meets the requirements of head-tail wireless communication, and can adopt a plurality of or a plurality of communication modes to combine.

The vehicle-ground two-way communication can adopt mobile communication technology (such as GSM-R, GPRS wireless packet switching technology, LTE, a new generation mobile communication technology subsequently promoted and the like), satellite communication (such as low-delay satellite mobile communication and the like), WLAN (wireless local area network), microwave communication, waveguide tubes, leaky cables, induction loops, beacons and other point type or continuous track circuit communication technology, the appropriate communication technology is matched according to application scenes, the field intensity is enhanced by adopting a relay, a repeater and the like aiming at a communication blind and weak area, meanwhile, the communication reliability is improved by adopting cellular communication, spread spectrum, frequency modulation and other technologies, directional antennas and the like can be adopted, and various or a plurality of communication modes can be combined at the same time.

The train head-tail through communication bus CAN adopt RS422, RS485, CAN bus, MVB bus, ethernet and other buses or point-to-point communication technology and the like, the medium CAN adopt cable or optical fiber, and if the cable medium is adopted, a differential communication mode is adopted, so that the communication reliability is improved.

Train-ground communication between the train head signal equipment and the train tail signal equipment and the ground equipment can adopt dual-network or multi-network redundancy, train head-tail wireless communication can also adopt a redundant network, and train head-tail through line communication can also adopt a redundant network.

The ground equipment can have the capability of simultaneously interacting data with the head and tail signal equipment of the same train, so that the redundancy and reliability of train-ground communication can be improved, data interaction between the head and tail equipment can be indirectly realized, the redundancy of the head and tail equipment is further realized, and when the train-ground communication of the head equipment is normal, the train-ground communication of the tail equipment can be used for interacting non-critical data between the train and the ground, such as state monitoring and the like.

When the method is applied to virtual marshalling of multiple trains, the front train tail equipment can realize communication relay of vehicle-to-vehicle communication of front and rear trains by means of a head-to-tail data interaction channel, or realize data interaction of vehicle-to-vehicle communication of front and rear trains by means of vehicle-to-ground communication of the front train tail, and the data interaction is used as part of vehicle-to-vehicle communication of the virtual marshalling.

The train head on-board signal device and the train tail on-board signal device of the train can be distinguished through ID numbers or other modes.

The head and tail signal equipment redundancy mode can adopt a hot standby mode or a cold standby mode, partial equipment redundancy or all equipment redundancy modes can be adopted between the head and tail equipment according to actual conditions, the hot standby mode is adopted, the standby equipment can monitor the master control state and keep time and processing synchronization with the master control equipment, certain logic and conditions are met, automatic switching is realized, the working time of the equipment can be reduced by adopting the cold standby mode, and the equipment needs to be manually switched or stopped for powering up again for switching.

One end of the train in the advancing direction is a train head, the other end of the train in the advancing direction is a train tail, when the rear end is not allowed to control the train, the signal equipment at the train activating end is the train head equipment, the train head equipment is defaulted to be main control equipment, the train tail signal equipment is standby, the train head signal equipment is used for taking a task, the train tail signal equipment can be used for recording the state and the data at the moment, or/and the train head main control equipment is provided with train tail key information such as train tail brake pressure information, motion state information, position information and the like, and train head vehicle-mounted signal equipment can be combined with train tail brake pressure information and train tail motion information such as speed acceleration, positioning information and the like, and the judgment of the integrity state of the train is realized through logic and comparison judgment.

The existing equipment in the vehicle-mounted signal system can establish head-to-tail redundancy, equipment such as a brake interface, a driver controller interface and the like which is connected with a hard line of a train is not involved, head-to-tail data interaction can be realized by configuring head-to-tail communication or/and communicating with the ground by means of the head and the tail of the train, and further the head-to-tail redundancy of the equipment is realized.

The existing equipment can not establish the head-tail redundancy in a vehicle-mounted signal system, the electric wiring can be increased through the arrangement of additional devices, the head-tail redundancy can be realized through the arrangement of additional devices, if an STM system is a track circuit information receiving system, the head and the tail of a sensor can not form redundancy due to the fact that the working principle of the sensor leads to the head and the tail, the sensors at two ends can be collected through the STM system at two ends, the train interface can not form redundancy due to the fact that an active end and an inactive end of an active end are invalid, the train interface information at two ends can be collected through equipment at two ends, the main control end main processing unit selects one end output equipment to output to the train interface through modes of mutually cutting logics and the like, the head-tail redundancy of the equipment is realized through the operation, but the method needs to greatly change the electric layout wiring of a train, and more electric wiring is increased.

The external environment (such as the front, the rear and the two sides) and the internal state of the train are acquired by arranging the environment perception sensor, the external environment and the internal state comprise voice acquisition, information is shared at the head end and the tail end through a network and is displayed or output, the starting condition of the rear end of the train is met, the normal front end and the tail end of the train equipment are activated and control the train, when the train head equipment fails, the train control cannot be continued through the head-tail redundancy, the train control can be switched to the train control through parking, and the usability is improved.

The train track switching device has the advantages that the starting condition of the rear end of the train is met, single-end operation and control can be allowed when the train needs to frequently switch tracks back and forth, labor intensity is reduced, and efficiency is improved.

Under normal conditions, the default main control equipment is communicated with the ground, and the spare train tail equipment is communicated with the ground equipment, can be hot-standby or cold-standby, or can be used for interacting non-critical information with the ground.

The head and tail equipment has redundancy, the main control end equipment can be switched in the system of the main control end equipment preferentially, and the switching logic control is carried out according to the existing redundancy switching mode.

After the signal equipment is electrified, whether the signal equipment is the train head signal equipment or not is judged by reading train activation end information, the signal equipment is judged to be the train head signal equipment and then excite a main control marking relay (the two end main control marking relays are interlocked) after the train head signal equipment is judged, then the state of the main control marking relay is read to be in accordance with logic, the train head signal equipment serves as the main control equipment, the train tail signal equipment is judged to be the train tail signal equipment and needs to wait for a certain time to excite the corresponding main control marking relay, if the train head signal equipment is normal, the train tail signal equipment cannot excite the corresponding main control marking relay, the state of the read train tail signal equipment is in accordance with logic, at the moment, the train tail signal equipment serves as the main control equipment, the main control state information and the life signal information are transmitted subsequently through communication marking, the excitation relay can be driven by adopting dynamic pulses, and the relay state improves safety through coding.

The master control selection and the switching can be realized by adding a third-party high-reliability safe switching control unit, the switching control unit synchronizes the head and tail end equipment through a network, monitors the states of the head and tail end equipment, and performs master control selection and switching control according to the states and external conditions such as an activation end signal and the like.

The head and tail equipment does not have redundancy or runs singly due to reasons such as failure, the head and tail redundancy switching of the non-main processing functional units is controlled by the main processing unit of the main control equipment, the main processing unit monitors the states of IO (input/output) equipment at the head and tail ends, the main processing unit of the main control equipment selects a trusted data input source according to the states, the main processing unit of the main control equipment controls the output of the IO equipment according to the states, the head and tail redundancy switching of the main processing unit meets the requirement of switching control logic and preventing double masters, and external interlocking logic or an independent switching control unit can be adopted to guarantee the reliable and safe switching.

The speed and distance measuring positioning can adopt devices such as wheel axle speed measurement, laser radar vision speed measurement, cross annular speed measurement positioning, GNSS and differential speed measurement positioning, beacon positioning point-containing type response system, image matching positioning, wireless communication positioning and the like.

The train vehicle interface comprises a driver console equipment interface, a brake equipment interface, a door control equipment interface and the like.

The master device should be able to detect and monitor the status of the standby device in real time.

The head and tail end synchronization is based on the main control end equipment, or the switching controller controls the redundancy of the head and tail end equipment, and the standby end equipment is kept synchronous with the main control end equipment through a network.

The invention has the beneficial effects that: by realizing the redundancy of head and tail equipment, the availability of the equipment, particularly key equipment, is improved, the influence caused by faults is reduced or eliminated, and the railway transportation efficiency is improved.

Drawings

Figure 1 is a schematic diagram of a signal system for implementing train head-to-tail equipment redundancy based on low-latency satellite communication,

figure 2 is a schematic diagram of a signal system for realizing the redundancy of the head and tail equipment of the train based on the mobile communication technology,

figure 3 is a schematic diagram of a signal system for realizing the redundancy of head and tail equipment of an urban rail train based on a wireless communication technology,

figure 4 is a schematic diagram of a head-to-tail redundant vehicle-mounted signal system of the signal equipment,

in the figure: 1-vehicle-mounted signal system, 11-vehicle-mounted signal system main processing unit, 12-communication unit, 121-vehicle-ground communication, 122-head-tail wireless communication, 123-head-tail through line communication, 124-vehicle communication, 13-periphery monitoring diagnosis equipment (TAX box, expansion unit and the like), 14-train interface, 141-train-vehicle interface, 142-door control unit, 15-speed-measuring and ranging positioning module, 16-point information or beacon receiving and transmitting module, 17-continuous information receiving and transmitting module, 18-man-machine interface unit (comprising DMI and man-machine operation interface), 19-recording unit, 2-ground wireless communication equipment, 21-urban rail vehicle-ground communication ground access point, 22-satellite communication gateway, 22-vehicle-ground communication access point, 21-satellite communication gateway 23-in-station wireless communication gateway, 24-network equipment (mobile communication), 3-vehicle-ground communication intermediate network equipment, 31-wireless communication base station (comprising relay, repeater and the like), 32-gateway (low-delay satellite communication), 33-in-station wireless communication base station, 4-train control system, 41-active/passive transponder or beacon, 42-track circuit, 43-in-station precise positioning equipment such as crossed circular line or beacon, 44-station train control center, 45-relay station train control center, 5-station interlocking, 6-center equipment, 61-TSRS temporary speed limit server, 62-RBC block control center or data server, 63-in-station data server and 7-dispatching command system.

Detailed Description

The invention is further described by the following specific embodiments in conjunction with the attached drawings:

the train head and tail signal equipment redundancy system comprises a train-mounted signal system 1, ground wireless communication equipment 2, train-ground communication intermediate network equipment 3, a train control system 4, a station interlock 5, central equipment 6 and a dispatching command system 7, realizes the head and tail redundancy of the train-mounted signal equipment, and is suitable for a CTCS (China train control System), a CBTC (communication based train control) system and an ITCS (integrated circuit control system) system.

The vehicle-mounted signal system 1 comprises a vehicle-mounted signal system main processing unit 11, peripheral IO devices such as a speed measuring, distance measuring and positioning device 15, a communication device 12, a peripheral detection and diagnosis device 13 and the like.

The vehicle-mounted signal equipment 1 realizes data interaction of head and tail equipment of the train through the communication equipment 12, the ground wireless communication equipment 2 and the train-ground communication intermediate network equipment 3 singly or in combination, and further realizes equipment redundancy.

The train head or train tail vehicle-mounted signal equipment 1 has redundancy, such as a hot standby or cold standby structure adopting a 2-by-2 structure or a 2-out-of-3 structure, fault redundancy switching is preferentially carried out on the main control equipment, and main control selection and switching are carried out according to the existing mode.

The head and tail vehicle-mounted signal equipment 1 does not have redundancy per se or runs singly due to reasons such as failure and the like, the head and tail redundancy switching of IO equipment (equipment 12 to 19) of the vehicle-mounted signal equipment 1 is controlled by a main control equipment main processing unit 11, the main processing unit 11 monitors the states of the IO equipment at the head and tail ends, the main control equipment main processing unit 11 selects reliable IO equipment data input according to the states, the main control equipment main processing unit 11 controls the output of the reliable IO equipment according to the states, and the reliable and safe output and input are ensured through coding, answering, feedback, comparison modes and the like

The head and tail vehicle-mounted signal equipment 1 does not have redundancy per se or has single-system operation due to reasons such as failure and the like, the head and tail redundancy switching of the main processing unit 11 meets the requirements of switching control logic and preventing double masters, external interlocking logic or independent switching control units can be adopted to ensure the reliability and safety of master control selection and switching, and the control safety can be ensured by a communication response mode, an additional life signal and the like.

The existing equipment can not establish the head-tail redundancy in the vehicle-mounted signal system 1, the accessible increases electric wiring, the configuration extra device realizes the head-tail redundancy, like STM system 17 is the sensor of track circuit information receiving system leads to the head-tail can not constitute the redundancy because of theory of operation, the sensor at both ends is all gathered to the accessible STM system at both ends, train interface 14 leads to can not constitute the redundancy because of the effective non-activated end of activated end is invalid, both ends train interface information is all gathered to accessible both ends equipment, main control end main processing unit selects wherein one end output device to export the train interface through modes such as intercut logic, realize the equipment head-tail redundancy through this operation, but this method needs great change train electric layout wiring, and increase more electric wiring.

The external environment (such as the front, the rear and the two sides) and the internal state of the train are collected through arranging the environment perception sensor 13, the external environment and the internal state comprise voice collection, information is shared at the head end and the tail end through a network and is displayed or output, the starting condition of the rear end of the train is met, the normal priority and the front end of the train equipment are activated and control the train, when the train head equipment breaks down, the train control cannot be continued through the head-tail redundancy, the train control can be switched to the train control through parking, and the usability is improved.

The head and tail end synchronization is based on the main control end equipment, or the switching controller controls the redundancy of the head and tail end equipment, and the standby end equipment is kept synchronous with the main control end equipment through a network.

In summary, the following steps: the invention has the beneficial effects that: the redundancy of the head and tail equipment is realized by constructing a direct or indirect data interaction channel between the head and tail equipment, the redundancy such as track circuit acquisition, train interfaces, DMI and the like cannot be formed for the current head and tail equipment, the head and tail redundancy of more equipment can be realized by increasing redundant connection at two ends or realizing train starting through a sensing unit, the reliability of the equipment is improved, and the transportation efficiency is improved.

The above embodiments are provided only for illustrating the present invention and not for limiting the present invention, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, therefore, all equivalent technical solutions should also fall into the protection scope of the present invention, and the protection scope of the present invention should be defined by the claims.

Claims (10)

1. Aiming at non-motor vehicle modes such as a motor train unit, a dynamic collection type motor train unit, an urban rail train and the like, vehicle-mounted signal devices at the head end and the tail end of the train are mutually independent, or redundancy is realized only by data interaction in a communication bus through mode, all or part of the vehicle-mounted signal devices at the two ends of the train are mutually redundant by configuring a direct or indirect head-tail interaction data channel, the head-tail signal devices of the train can be configured into a hot standby mode or a cold standby mode, and the availability and the reliability of the vehicle-mounted signal devices are improved.

2. The head and tail interaction data channel can be used for direct wireless communication between head and tail equipment, can be a bus communication or point-to-point serial communication mode running through a train, and can be used for increasing communication relays at a long head-to-tail distance, or can be used for realizing the head-to-tail data interaction indirectly by adopting the head and tail equipment to communicate with the ground, a communication network can adopt double-network or multi-network redundancy, and the head-to-tail data interaction can be realized by adopting the head-to-tail equipment to directly communicate or indirectly through the train-to-ground communication of the head-to-tail equipment independently or in combination, so that the head-to-tail signal equipment redundancy is realized; the wireless communication between the train head and train tail signal devices can adopt communication methods such as microwave, data radio, induction communication, WLAN, WIMAX and the like, can adopt technologies such as spread spectrum, frequency hopping, directional antenna and the like, meets the requirements of head and tail wireless communication, and can simultaneously adopt a plurality of or a plurality of communication modes for combination; the vehicle-ground two-way communication can adopt mobile communication technology (such as GSM-R, GPRS wireless packet switching technology, LTE, a subsequently-promoted new-generation mobile communication technology and the like), satellite communication (such as low-delay satellite mobile communication and the like), WLAN, WIMAX, microwave communication, waveguide tubes, leaky cables, induction loops, beacons and other point-type or continuous communication technologies, match appropriate communication technology according to application scenes, adopt the modes of relays, repeaters and the like to strengthen field intensity aiming at blind and weak areas of communication, can adopt the technologies of cellular communication, spread spectrum, frequency modulation and the like to improve the communication reliability, can adopt directional antennas and the like, and can adopt a combination of multiple or multiple communication modes; the communication bus for the head and the tail of the train CAN adopt the RS422, the RS485, the CAN bus, the MVB bus, the Ethernet and other buses or point-to-point serial communication technologies, the medium CAN adopt a cable or an optical fiber, if the cable medium adopts a differential communication mode, multiple or a plurality of communication modes CAN be simultaneously adopted for combination, and the communication reliability is improved.

3. The ground equipment can have the capacity of simultaneously interacting data with the head train and tail train signal equipment of the same train, the head train and tail train signal equipment of the train can be distinguished by ID numbers or other modes, the redundancy and the reliability of train-ground communication can be improved, the data interaction between the head train and the tail train equipment can also be indirectly realized, and when the train-head equipment or the master control equipment is in normal train-ground communication, the train-ground communication of the tail train or the spare equipment can be used for interacting non-critical data such as state monitoring and diagnostic information between the train and the ground.

4. When the method is applied to virtual marshalling of multiple trains, the front train tail equipment can realize communication relay of vehicle-to-vehicle communication of front and rear trains by means of a head-to-tail data interaction channel, or acquire front train information through vehicle-to-ground communication of the front train tail and realize data interaction through vehicle-to-vehicle communication of the front and rear trains, and a communication network can be used as a part of vehicle-to-vehicle communication of the virtual marshalling.

5. The vehicle-mounted signal equipment comprises train-controlled vehicle-mounted equipment such as ATP, LKJ, ATO and the like and related equipment, and also comprises vehicle-mounted monitoring and diagnosis equipment and the like, under the normal condition, the first signal equipment or train activation end equipment can be defaulted as main control equipment, the main control equipment can detect and monitor the state of the standby equipment in real time, the head end and the tail end of the standby equipment are synchronous with the main control end equipment, the standby equipment can monitor the state of the main control equipment and keep time and process synchronization with the main control equipment, meanwhile, the standby equipment can be used for state monitoring and recording or providing key information of one end of the standby equipment such as pressure, motion state, position and the like for the main control equipment, the integrity judgment of a train and the like can be carried out by combining the terminal information of the standby equipment, the standby equipment can monitor the state and keep time and process synchronization with the main control equipment by adopting a hot standby mode, certain logic and condition automatic switching are met, the working time of the equipment can be reduced by adopting a cold standby mode, but the equipment needs to be switched manually or switched to be powered on again for parking.

6. The head and tail equipment has redundancy, the main control end equipment can be preferentially switched in a self system, the switching logic control is carried out according to an existing redundancy switching mode, the head and tail equipment does not have redundancy or operates singly due to reasons such as failure, the head and tail redundancy switching of the non-main processing functional unit is controlled by the main control equipment main processing unit, the main control equipment main processing unit monitors the states of IO (input/output) equipment at the head and tail ends, the main control equipment main processing unit selects reliable data input according to the states, the main control equipment main processing unit selects IO equipment output according to the states, the head and tail redundancy switching of the main processing unit meets the switching control logic and prevents double masters, and external interlocking logic or an independent switching control unit can be adopted to ensure the switching reliability and safety.

7. When external interlocking logic is adopted, after the signal equipment is electrified, whether the signal equipment is a train head signal equipment or not is judged by reading train activation end information, the train head signal equipment is excited to excite a main control marking relay (two-end main control marking relay interlocking) after the train head signal equipment is judged to be the train head signal equipment, then the state of the main control marking relay is read to be in accordance with the logic, the train head signal equipment serves as a main control equipment, the train tail signal equipment is judged to be a train tail signal equipment, after waiting for a certain time, the main control marking relay is excited, if the train head signal equipment is normal, the train tail signal equipment cannot excite the corresponding main control marking relay, the state of the corresponding relay is read to be in accordance with the logic, the train tail signal equipment serves as a main control equipment, the train tail signal equipment serves as a standby machine, if the train head signal equipment cannot be started normally, the main control marking relay is not excited successfully, the train tail signal equipment successfully excites the corresponding main control marking relay, the state is read to be in accordance with the logic, the state of the train tail signal equipment, the main control equipment, main control equipment subsequently and main control state information is continuously transmitted through communication marking, the excitation relay state can be driven by adopting dynamic pulses, and the relay state can improve safety through coding; the master control selection and the switching can be realized by adding a third-party high-reliability safe switching control unit, the switching control unit synchronizes the equipment at the head end and the tail end through a network, monitors the states of the equipment at the head end and the tail end, and performs master control selection and switching control according to the states and external conditions such as an activation end signal and the like.

8. The existing equipment in the vehicle-mounted signal system can establish head-to-tail redundancy, equipment connected with trains and train equipment IO (input/output) such as a brake interface, a driver controller interface and the like is not involved, and head-to-tail data interaction can be realized by configuring head-to-tail communication or/and communicating with the ground by means of the head, the train and the tail of the trains, so that the head-to-tail redundancy of the equipment is realized; the main processing units of vehicle-mounted signal equipment such as ATP, ATO, LKJ and the like need to perform head-to-tail main control selection and fault switching, the IO equipment and the like such as a speed measuring and distance measuring positioning system comprises an acceleration sensor, a point type information system or a beacon reading system, a vehicle-to-ground communication and vehicle-to-vehicle communication system, an expansion unit, partial equipment of a TAX box system, recording equipment, an LAIS system or a vehicle-mounted LMD system, braking pressure acquisition, a gate control interface, equipment connected to a train through a network and the like, IO input equipment is configured to be shared by the corresponding head-to-tail signal equipment main processing units, the main processing unit of the main control equipment selects credible information input, the IO output equipment selects control output according to the state of the IO output equipment, and the output reliability and safety are ensured through coding, responding, feedback, comparison modes and the like.

9. The existing equipment can not establish head-to-tail redundancy in a vehicle-mounted signal system, electrical wiring can be added through the equipment, the head-to-tail redundancy can be realized by configuring additional devices, for example, an STM system, namely a sensor of a track circuit information receiving system can not form redundancy due to the fact that the head and the tail of the sensor can not form redundancy due to the fact that the working principle of the STM system leads to the fact that the head and the tail of the sensor can not form redundancy, train interface information at two ends can not form redundancy due to the fact that an active end and an inactive end of an active end of the train are invalid, train interface information at two ends can be collected through equipment at two ends, a main control end main processing unit selects one end output equipment to output to a train interface through modes such as mutual switching logic and the like, the head-to-tail redundancy of the equipment can be realized through the operation, but the method needs great change of electrical layout wiring of a train, and more electrical wiring is added.

10. The external environment (such as the front, the rear and the two sides) and the internal state of the train are collected through arranging the environment perception sensors, the external environment (such as the front, the rear and the two sides) and the internal state of the train are collected through voice collection, information is shared at the head end and the tail end through a network and is displayed or output, the starting condition of the rear end of the train is met, the normal front end of the train equipment is activated and controls the train, when the head end equipment fails, the train cannot be controlled continuously through the head end redundancy, the train can be stopped and then switched to the train control, the usability is improved, the starting condition of the rear end of the train is met, when the train needs to frequently switch tracks back and forth, the single-end control can be allowed, the labor intensity is reduced, and the efficiency is improved.

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