CN214728852U - Communication device applied to follow-up track - Google Patents

Abstract

The utility model discloses a communication device applied to a follow-up track, which comprises a front and a rear vehicle communication interface and a vehicle-mounted communication system, wherein the front and rear vehicle communication interface is connected with a vehicle tail side terminal of the vehicle-mounted communication system of a front-going train through an FS terminal; the front and rear vehicle communication interfaces are also connected with a vehicle head side wiring terminal of the rear row vehicle-mounted communication system through a JS wiring terminal; the front and rear vehicle communication interface comprises a steel rail, and a front vehicle tail signal guide wheel and a rear vehicle head signal guide wheel are arranged on the steel rail; the vehicle-mounted communication system comprises a vehicle-mounted transmitter, a vehicle-mounted receiver, a radio frequency loader, a radio frequency demodulator, a route selection controller, a lightning protection protector a, a lightning protection protector b and a vehicle-mounted train control system, wherein the vehicle-mounted transmitter, the vehicle-mounted receiver, the radio frequency loader, the radio frequency demodulator, the route selection controller, the lightning protection protector a, the lightning protection protector b and the vehicle-mounted train control system are connected with a communication switch. The communication device greatly reduces ground centralized equipment, reduces system burden and system complexity, and reduces failure rate and maintenance technical difficulty.

Description

Communication device applied to follow-up track

Technical Field

The utility model relates to a railway signal and train operation control field, concretely relates to use communication device on follow-up track.

Background

In recent years, the rapid development of high-speed railways in China has increased the speed continuously, and new higher requirements on the functions and the performance of a train operation control system are put forward to ensure the running safety of high-speed trains. The method has the advantages that direct and reliable communication between trains which track and run back and forth and distance measurement along the steel rail are realized, the realization of solid moving block is accelerated, and the technical problem of high-speed rail development promotion is solved, and a barrier which restricts the technical breakthrough is just the traditional track circuit structure and the fixed block system brought by the traditional track circuit structure.

At present, the traditional track circuit system is designed and constructed according to a fixed block system, and an electric insulation joint, a fixed division section and centralized control of each section are fixedly arranged in an interval. From the point of view of realistically moving occlusions to be achieved, this system has the following disadvantages:

1. the ground core equipment has overweight undertaking functions, and the whole system has a complex and large structure and higher maintenance difficulty, so the fault occurrence probability is higher;

2. the information interaction capacity between the vehicles is low, the coordinated operation of the vehicles is realized in a centralized scheduling mode, and the safety and the reliability are relatively low due to the fact that the vehicles are separated from the site and the reaction delay and the misjudgment are possible;

3. once the ground core equipment fails, normal operation of a plurality of trains in a control range is influenced, even other control ranges are affected, and the fault influence range is large;

4. trackside equipment such as a tuning unit, an air-core coil and a matching transformer of a matched track circuit is complex and difficult to maintain, so that the overall reliability of the system is limited;

5. the rear vehicle acquires the position and speed information of the front vehicle indirectly, and the front vehicle → ground equipment → the rear vehicle has more information transmission links and relatively lower communication reliability.

SUMMERY OF THE UTILITY MODEL

To solve the above problems, the present application provides a communication device applied to a follow-up track, which greatly reduces ground concentration equipment, reduces system load and system complexity, and reduces failure rate and maintenance technical difficulty.

In order to achieve the purpose, the technical scheme of the application is as follows: a communication device applied to a follow-up track comprises a front vehicle communication interface, a rear vehicle communication interface and a vehicle-mounted communication system, wherein the vehicle-mounted communication system comprises a vehicle-mounted transmitter, a vehicle-mounted receiver, a radio frequency loader, a radio frequency demodulator, a route selection controller, a communication maintenance machine, a lightning protection protector a and a lightning protection protector b which are connected with a communication switch;

the vehicle-mounted transmitter is connected with the communication interface device of the communication switch through a vehicle-mounted communication bus, is used for receiving carrier frequency coding information and low frequency coding information which are sent by a vehicle-mounted train control system and comprise running state information such as the position, the stroke, the speed and the like of a vehicle, generates a corresponding frequency shift signal according to the carrier frequency coding information and the low frequency coding information, superposes the frequency shift signal and a periodic radio frequency signal generated by the radio frequency loader into a mixed signal, and outputs the frequency shift signal or the mixed signal to a sending end (FS end) of a front vehicle communication interface and a rear vehicle communication interface after passing through a lightning protection protector b; the vehicle-mounted transmitter is also used for outputting the self working state of the transmitter and the frequency shift signal or the mixed signal to the communication maintenance machine through a communication interface device of a communication exchanger.

The vehicle-mounted receiver is connected to a receiving end (JS end) of the communication interface of the front and rear vehicles through a lightning protector a and is used for receiving a frequency shift signal or a mixed signal sent by the front vehicle, if the mixed signal is filtered and decomposed into a frequency shift signal and a radio frequency signal with Doppler frequency shift, the frequency shift signal is demodulated to obtain the running state information of the front vehicle, the running state information of the front vehicle is output to the vehicle-mounted train control system and the communication maintenance machine, and the radio frequency signal with Doppler frequency shift is output to a radio frequency demodulator; the vehicle-mounted receiver is also used for outputting the working state of the vehicle-mounted receiver to the communication maintenance machine;

the radio frequency loader is used for periodically generating radio frequency signals, outputting the radio frequency signals to the vehicle-mounted transmitter through a lead and superposing the radio frequency signals on the frequency shift signals, and finally transmitting the radio frequency signals to the rear train from the front train through the front and rear train communication interfaces with low loss and generating effective Doppler frequency shift; the radio frequency loader is also used for transmitting the working state of the radio frequency loader to a communication maintenance machine through a vehicle-mounted bus and a communication interface device of the communication switch;

the radio frequency demodulator is connected to the vehicle-mounted receiver through a wire and used for receiving radio frequency signals sent by a preceding vehicle and performing Doppler frequency shift analysis on the radio frequency signals to obtain radio frequency sources, namely the speed of the preceding vehicle and the distance between the preceding vehicle and the vehicle along a steel rail, and then the radio frequency sources are connected to the vehicle-mounted train control system and the communication maintenance machine through a vehicle-mounted communication bus and a communication interface device of a communication switch, and the speed of the radio frequency sources of the preceding vehicle and the distance between the preceding vehicle and the vehicle along the steel rail are transmitted to the vehicle-mounted train control system; the radio frequency demodulator is also used for outputting the working state of the radio frequency demodulator to the communication maintenance machine;

the route selection controller is connected with a communication interface device of the communication switch through a vehicle-mounted communication bus so as to realize communication with the vehicle-mounted train control system, acquire running direction information of a vehicle and carrier frequency information of two sections of front and back of a train, generate corresponding two-path route selection control signals, control the connection and disconnection of a route selection relay excitation circuit, and further select a circuit connection mode of the front and back vehicle communication interfaces;

the communication maintenance machine is connected with a communication interface device of the communication switch through a vehicle-mounted communication bus and is used for judging and analyzing the working states of the vehicle-mounted transmitter, the vehicle-mounted receiver, the radio frequency loader, the radio frequency demodulator and the route selection controller, judging and analyzing the frequency shift signal or the mixed signal and the track state information, alarming or even sending an emergency braking instruction if a fault is found, generating a fault information message and sending the fault information message to a ground train control system.

The communication switch adopts a redundant dual-ring network topology structure formed by the main communication interface device and the standby communication interface device, provides reliable data communication service, completes equipment communication priority distribution, schedules the vehicle-mounted communication bus according to the equipment priority and transmits data.

The sending end and the receiving end of the front and rear vehicle communication interface are respectively connected to the vehicle-mounted transmitter and the vehicle-mounted receiver through the lightning protection protector through railway signal special cables, so that a communication channel is provided between the front and rear vehicles to form a physical movable block partition, and the adjacent movable block partitions are electrically insulated to play a role in isolation.

Particularly, the front and rear vehicle communication interfaces adopt a front vehicle tail signal guide wheel and a rear vehicle head signal guide wheel to realize the loading and pickup of the frequency shift signal or the mixed signal to the steel rails, the signal guide wheels are respectively and effectively insulated with the signal guide wheels contacted with the two steel rails, the signal guide wheels are connected to two groups of movable contacts of the routing relay through an electric brush and a signal lead wire, a tuning unit A is connected to the front contact (A side) of the routing relay in parallel, a tuning unit B is connected to the rear contact (B side) of the routing relay in parallel, and one side of a matching transformer steel rail is connected to the other two groups of movable contacts of the routing relay in parallel.

The utility model discloses owing to adopt above technical scheme, can gain following technological effect: the device realizes the communication among a vehicle-mounted transmitter, a vehicle-mounted receiver, a radio frequency loader, a radio frequency demodulator, a vehicle-mounted train control system, a routing controller and a communication maintenance machine through a vehicle-mounted communication bus and a communication exchanger; the communication interfaces of the front and the rear vehicles are adopted to realize direct communication between the front and the rear vehicles, physical moving block partition with a running train as a boundary and electric isolation of adjacent block partitions, so that the block partitions move along with the vehicles; in addition, the radio frequency signal that the radio frequency loader periodicity sent can puncture the rail and grow rust layer, guarantees the good electrical contact of rail and signal docking wheel.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the technical solutions of the embodiments will be briefly described below.

FIG. 1 is a schematic block diagram of one embodiment of a front-to-back vehicle communication interface;

FIG. 2 is a schematic block diagram of one embodiment of an in-vehicle communication system;

FIG. 3 is a schematic diagram of the internal architecture of one embodiment of a communications switch;

FIG. 4 is a schematic structural diagram of one embodiment of a redundant dual ring network for an onboard communication bus.

Detailed Description

The invention will be described in further detail with reference to the following figures and specific embodiments: the present application is further described by taking this as an example.

Example 1

The technical solutions in the embodiments of the present invention will be described clearly and completely below with reference to the drawings in the embodiments of the present invention, so that the objects, technical solutions and advantages of the embodiments of the present invention are more clear, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by a person of ordinary skill in the art without any creative work belong to the protection scope of the present invention.

Fig. 1 is a schematic structural diagram of a front-rear vehicle communication interface, and as shown in fig. 1, the front-rear vehicle communication interface of the embodiment includes: the steel rail comprises a steel rail 1, a front vehicle tail FS end 2 and a rear vehicle head JS end 3; the front truck tail FS end includes: the front vehicle tail signal guide wheel 4, the electric brush 10, the signal lead wire 11, the FS routing relay 5, the tuning unit A8, the tuning unit B9, the matching transformer 12 and the FS wiring terminal 13; the rear car head part JS end includes: the rear vehicle head signal guide wheel 6, the electric brush 10, the signal lead wire 11, the JS routing relay 7, the tuning unit A8, the tuning unit B9, the matching transformer 12 and the JS wiring terminal 14. The tuning unit A is in series resonance formed by an inductor L1 and a capacitor C1; the tuning unit B is in parallel resonance formed by an inductor L2, a capacitor C2 and a capacitor C3; FS route selection relay and JS route selection relay all include: four rows of contact groups are arranged from top to bottom, and the middle contacts in the front two rows are connected with the signal guide-connection wheel at the tail part of the front vehicle or the signal guide-connection wheel at the head part of the rear vehicle through the signal guide-connection wire and the electric brush and used for constructing signal transmission channels of the front vehicle and the rear vehicle by means of the steel rail; the rear two rows of middle contacts are connected with matching transformers in parallel and used for being connected with a vehicle-mounted communication system to complete transmission of communication signals and ranging radio frequency signals; the front contact is connected with the tuning unit A in parallel, and the rear contact is connected with the tuning unit B in parallel.

In this embodiment, the loading and picking up of the frequency shift signal or the mixed signal on the steel rail is realized by the electrical connection between the signal lead wire, the electric brush, the signal lead wheel at the tail part of the front vehicle and the signal lead wheel at the head part of the rear vehicle and the steel rail; the FS end of the front train tail part and the JS end of the rear train tail part of the front and rear train communication interfaces have basically the same structure, and switching can be controlled through a routing controller, so that the bidirectional running of a train can be realized; in addition, the tuning unit A forms polar impedance for the A-type carrier frequency and forms zero impedance for the B-type carrier frequency; the tuning unit B forms a polar impedance for class B carrier frequencies and a zero impedance for class a carrier frequencies. The tuning unit A and the tuning unit B are not accessed at the same time under the control of the FS routing relay or the JS routing relay; the front train tail FS end and the rear train head JS end are respectively installed at the tail of a front train and the rear train head, and on the same train, the head JS end and the rear train head FS end cannot be simultaneously connected with the tuning unit A or the tuning unit B so as to guarantee that the block partition is electrically insulated and signals are not subjected to crosstalk.

Specifically, when multiple trains running in one interval send frequency shift signals or mixed signals to the rear, a type A carrier frequency and a type B carrier frequency should be adopted in a staggered mode; when a closed sub-area in front of the train running adopts A-type carrier frequency communication, and a closed sub-area in back of the train running adopts B-type carrier frequency communication, namely when the train sends a frequency shift signal or a mixed signal of B-type carrier frequency, a JS routing relay at a JS end at the head part of the train should be excited and attracted, is connected with the tuning unit A, forms polar impedance for the frequency shift signal or the mixed signal sent by the tail part of the train in front, is used for picking up the frequency shift signal or the mixed signal sent by the tail part of the train in front, forms zero impedance for the frequency shift signal or the mixed signal sent by the tail part of the train, and is used for blocking the frequency shift signal or the mixed signal sent by the tail part of the train from being transmitted to the closed sub-area in front of the train running; and an FS routing relay at the FS end of the tail of the vehicle is connected into the tuning unit B after being lost of magnetism, forms polar impedance for the frequency shift signal or the mixed signal sent by the vehicle, is used for loading the frequency shift signal or the mixed signal sent by the vehicle to the moving blocking partition behind the vehicle, forms zero impedance for the frequency shift signal or the mixed signal sent by the tail of the front train, and is used for blocking the transmission of the frequency shift signal or the mixed signal sent by the tail of the front train to the moving blocking partition behind the vehicle.

It should be further noted that the positive terminal of the matching transformer 12 at the FS end 2 of the front vehicle tail is connected to the FC terminal of the FS terminal, and the negative terminal is connected to the FC' terminal of the FS terminal; the positive end of the excitation coil of the FS routing relay is connected to an FD terminal of the FS wiring terminal, and the negative end of the excitation coil of the FS routing relay is connected to an FD' terminal of the FS wiring terminal; the positive end of the matching transformer 12 at the JS end of the rear vehicle head part is connected to the JC wiring terminal of the JS wiring terminal, and the negative end of the matching transformer 12 is connected to the JC' wiring terminal of the JS wiring terminal; the positive electricity end of JS route selection relay excitation coil arrives JS binding post's JD terminal, the negative electricity end arrives JS binding post's JD terminal.

Fig. 2 is a schematic structural diagram of a vehicle-mounted communication system, and as shown in fig. 2, the vehicle-mounted system of the present embodiment includes: the system comprises a head side terminal 15, a tail side terminal 16, a routing controller 17, a communication switch 18, a lightning protection protector 19, a vehicle-mounted receiver 20, a vehicle-mounted transmitter 21, a radio frequency demodulator 22, a radio frequency loader 23, a vehicle-mounted train control system 24 and a communication maintenance machine 25.

In this embodiment, the routing controller 17, the vehicle-mounted receiver 20, the vehicle-mounted transmitter 21, the radio frequency demodulator 22, the radio frequency loader 23, the vehicle-mounted train control system 24, and the communication maintenance machine 25 are all connected to the communication switch 18 through a CAN bus, so as to implement bidirectional data transmission; the JC and JC' binding post of the head side binding post 15, the lightning protection protector 19, the vehicle-mounted receiver 20 and the radio frequency demodulator 22 are sequentially connected through two paths of signal cables; the FC and FC' binding posts of the tail side binding post 16, the lightning protection protector 19, the vehicle-mounted transmitter 21 and the radio frequency loader 23 are connected through two signal cables in sequence; one positive end of the two control lines of the routing controller 17 is connected to the JD terminal of the vehicle head side terminal 15, the negative end of the two control lines is connected to the JD terminal of the vehicle head side terminal 15, the other positive end of the two control lines is connected to the FD terminal of the vehicle tail side terminal 16, and the negative end of the two control lines is connected to the FD' terminal of the vehicle tail side terminal 16.

Specifically, the routing controller 17 is connected to the communication switch 18 through a CAN bus, and is configured to receive carrier frequency type selection information sent by the vehicle-mounted train control system 24, generate two excitation circuit control signals according to the carrier frequency type selection information, control the operating states of the JS routing relay and the FS routing relay, and finally realize selective access of the tuning unit A8 and the tuning unit B9 in the JS end 3 at the rear car head and the FS end 2 at the front car tail in the communication interfaces of the front and rear cars; and is also used to send its own operating status to the communication maintenance machine 25.

The vehicle-mounted receiver 20 is connected to the communication switch 18 through a CAN bus, and is configured to separate the received mixed signal into a frequency shift signal and a radio frequency signal, and continuously transmit the radio frequency signal to the radio frequency demodulator 22; the system is also used for receiving carrier frequency coding information and low frequency coding information sent by the train-mounted train control system 24, demodulating the received frequency shift signal according to the carrier frequency coding information and the low frequency coding information, acquiring state information such as the position and the speed of a preceding train and outputting the state information to the communication maintenance machine 25 and the train-mounted train control system 24; in addition, the system is also used for outputting the working state of the system to the communication maintenance machine 25; it should be noted that the on-board train control system 24 can readjust the cost-of-generation train operation control information according to the state information of the preceding train to regulate and control the train operation speed.

The vehicle-mounted transmitter 21 is connected with the communication switch 18 through a CAN bus, and is used for receiving carrier frequency coding information and low frequency coding information sent by the train control system and generating a corresponding frequency shift signal according to the carrier frequency coding information and the low frequency coding information; the radio frequency loader is also used for superposing a radio frequency signal transmitted by the radio frequency loader to the generated frequency shift signal to generate a mixed signal, and the mixed signal is output to a front-and-rear train communication interface through the lightning protection protector 19 and finally transmitted to a vehicle-mounted receiver 20 of a rear train; and also for outputting the own operation state, and the frequency-shifted signal or the mixed signal to the communication maintenance machine 25 through the communication exchange 18.

The vehicle-mounted train control system 24 is connected with the communication switch through a CAN bus and is mainly used for generating a control instruction for adjusting the running state of the train according to the state information of the preceding train and generating corresponding carrier frequency coding information and low frequency coding information according to the running state information of the train; and also to send control commands to the devices through the communications switch 18 to coordinate overall system operation.

The communication maintenance machine 25 is connected with the communication switch through a CAN bus and is used for judging and analyzing the received self working state of the vehicle-mounted receiver 20, the self working state of the vehicle-mounted transmitter 21, the self working state of the radio frequency demodulator 22, the self working state of the radio frequency loader 23, the frequency shift signal or the mixed signal information and executing corresponding processing according to the judgment result; the system is also used for sending out fault alarm and even emergency brake instructions aiming at fault equipment, generating fault information messages and sending the fault information messages to a ground train control system. It should be noted that the communication maintenance machine 25 can receive: the vehicle-mounted receiver 20 forwards the frequency shift signal or the mixed signal of the frequency shift signal and the radio frequency signal, the vehicle-mounted transmitter 21 outputs the frequency shift signal or the mixed signal of the frequency shift signal and the radio frequency signal, the radio frequency signal forwarded by the radio frequency demodulator 22, and the radio frequency signal generated by the radio frequency loader 23.

The communication switch 18 is connected with the routing controller 17, the vehicle-mounted receiver 20, the vehicle-mounted transmitter 21, the radio frequency demodulator 22, the radio frequency loader 23, the vehicle-mounted train control system 24 and the communication maintenance machine 25 through a CAN bus and is used for finishing communication protocol conversion and bus scheduling of the routing controller 17, the vehicle-mounted receiver 20, the vehicle-mounted transmitter 21, the radio frequency demodulator 22, the radio frequency loader 23, the vehicle-mounted train control system 24 and the communication maintenance machine 25; and is also used for sending the working state of the communication maintenance machine 25.

It should be noted that, in this embodiment, in order to improve the system reliability, the vehicle-mounted receiver 20 and the radio frequency demodulator 22 may use a dual-machine parallel operation mode, and the routing controller 17, the communication switch 18, the vehicle-mounted transmitter 21, and the radio frequency loader 23 may use a dual-machine device redundancy mode.

It should be further noted that, in this embodiment, in order to ensure the reliability of the vehicle-mounted communication network and prevent a single communication interface fault from affecting the normal operation of the entire system, a redundant dual-interface design is adopted inside the communication switch 18, as shown in fig. 3, the communication switch mainly includes: a bus scheduling controller 26, a master communication interface device 27, a backup communication interface device 28, and a data buffer 29;

the bus scheduling controller 26 is connected to the active communication interface device 27, the standby communication interface device 28 and the data buffer 29 through the internal bus 30 of the communication switch 18, and is configured to provide a communication CAN bus scheduling control service for each device of the vehicle-mounted system in this embodiment and manage the device communication priority; the main communication interface 27 and the standby communication interface 28 are respectively provided with redundant CANC, CAND and CAN three-way synchronous CAN communication bus interfaces for connecting with each device of the vehicle-mounted system of the embodiment; the data buffer 29 is connected to the bus scheduling controller 26, the active communication interface device 27 and the standby communication interface device 28 through the internal bus 30 of the communication switch 18, respectively, to provide a temporary storage space for a large amount of data, so as to form a data queue under the action of the timing signal of the bus scheduling controller 26.

Fig. 4 is a schematic structural diagram of an embodiment of cross redundancy of communication buses, and as shown in fig. 4, in order to ensure that normal operation of the entire system is not affected when a single communication interface fails, the communication switch includes two communication interface devices, one of which is a main communication interface device 27 and the other is a standby communication interface device 28, specifically, the main communication interface device 27 controls a main device and a standby device of the routing controller 17, the vehicle-mounted receiver 20, the vehicle-mounted transmitter 21, and the radio frequency demodulator 22 and the radio frequency loader 23 through the CAND and the can buses, respectively; the spare communication interface device 28 respectively controls spare equipment and main equipment of the routing controller 17, the vehicle-mounted receiver 20, the vehicle-mounted transmitter 21 and the radio frequency loader 23 of the radio frequency demodulator 22 through CAND and CANE buses to form a cross redundant dual-ring network structure, so that when each bus fault or any transmitter and receiver cause the faults of two associated buses, the communication fault of the whole system cannot be caused, and the reliability of the follow-up track circuit ranging communication system is effectively ensured.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the above embodiments, it should be understood by those skilled in the art that: the technical solutions described in the embodiments above can be modified or some technical features can be equivalently replaced, and the modifications or the replacements do not enable the corresponding technical solutions to exceed the scope of the technical solutions of the embodiments of the present invention.

Claims (10)

1. A communication device applied to a follow-up track comprises a front and rear vehicle communication interface and a vehicle-mounted communication system, and is characterized in that the front and rear vehicle communication interface is connected with a vehicle tail side terminal of the vehicle-mounted communication system of a front-going train through an FS terminal; the front and rear vehicle communication interfaces are also connected with a vehicle head side wiring terminal of the rear row vehicle-mounted communication system through a JS wiring terminal; the front and rear vehicle communication interface comprises a steel rail, and a front vehicle tail signal guide wheel and a rear vehicle head signal guide wheel are arranged on the steel rail; the vehicle-mounted communication system comprises a vehicle-mounted transmitter, a vehicle-mounted receiver, a radio frequency loader, a radio frequency demodulator, a route selection controller, a lightning protection protector a, a lightning protection protector b and a vehicle-mounted train control system, wherein the vehicle-mounted transmitter, the vehicle-mounted receiver, the radio frequency loader, the radio frequency demodulator, the route selection controller, the lightning protection protector a, the lightning protection protector b and the vehicle-mounted train control system are connected with a communication switch.

2. The follow-up type communication device as claimed in claim 1, wherein the signal leading wheel at the tail of the front vehicle is connected to the middle contact of an FS routing relay at the FS end of the tail of the front vehicle through a brush and a signal lead wire; and the signal guide wheel at the rear car head part is connected to a middle contact of a JS route selection relay at a JS end of the rear car head part through an electric brush and a signal lead wire.

3. The communication device applied to the follow-up track according to claim 2, wherein the front end FS comprises an FS routing relay, a tuning unit a, a tuning unit B, a matching transformer and an FS connection terminal, the FS routing relay is respectively connected to the tuning unit a and the tuning unit B through a front contact and a rear contact, and the other set of contacts of the FS routing relay is connected to the FS connection terminal through the matching transformer.

4. The communication device applied to the follow-up track according to claim 2, wherein the JS end at the rear head part comprises a JS routing relay, a tuning unit A, a tuning unit B, a matching transformer and a JS connection terminal, the JS routing relay is respectively connected with the tuning unit A and the tuning unit B through a front contact and a rear contact, and a contact in another group of the JS routing relay is connected with the JS connection terminal through the matching transformer.

5. The follow-up track communication device according to claim 3 or 4, wherein the tuning unit A is a series resonance formed by an inductor L1 and a capacitor C1; the tuning unit B is in parallel resonance formed by an inductor L2, a capacitor C2 and a capacitor C3; the tuning unit A and the tuning unit B are accessed to a signal transmission network at different times under the control of an FS routing relay or a JS routing relay; the tuning unit A forms pole impedance for the frequency shift signal or mixed signal of the A-type carrier frequency, and forms zero impedance for the frequency shift signal or mixed signal of the B-type carrier frequency; the tuning unit B forms pole impedance for the frequency shift signal or mixed signal of the B-type carrier frequency, and forms zero impedance for the frequency shift signal or mixed signal of the A-type carrier frequency.

6. The device according to claim 3 or 4, wherein the FS routing relay and the JS routing relay each comprise: four rows of contact groups are arranged from top to bottom, and the middle contacts in the front two rows are connected with the signal guide-connection wheel at the tail part of the front vehicle or the signal guide-connection wheel at the head part of the rear vehicle through the signal guide-connection wire and the electric brush and used for constructing signal transmission channels of the front vehicle and the rear vehicle by means of the steel rail; the rear two rows of middle contacts are connected with matching transformers in parallel and used for being connected with a vehicle-mounted communication system to complete transmission of communication signals and ranging radio frequency signals; the front contact is connected with the tuning unit A in parallel, and the rear contact is connected with the tuning unit B in parallel; when the FS route selection relay and the JS route selection relay are excited and attracted, the tuning unit A is connected, and when the FS route selection relay and the JS route selection relay are demagnetized and fall down, the tuning unit B is connected; and on the same train, under the condition that one type of carrier frequency is selected, the FS routing relay and the JS routing relay of the train are in different working states, so that the FS end at the tail part of the front train and the JS end at the head part of the rear train are connected into different types of tuning units.

7. The follow-up track communication device as claimed in claim 1, wherein a head-side terminal and a tail-side terminal are led out from the routing controller, the lightning protection devices a and b.

8. The follow-up track communication device as claimed in claim 7, wherein the vehicle-mounted communication system further comprises a communication maintenance machine connected to the communication exchange.

9. The communication device as claimed in claim 7, wherein the communication switch comprises a primary communication interface device and a backup communication interface device, and each set of communication interface device extends three synchronous CAN buses of CANC, CAND and CAN, wherein the CAND and CAN buses of two sets of communication interface devices are respectively cross-connected with the routing controller, the vehicle-mounted receiver, the vehicle-mounted transmitter, the radio frequency demodulator, the radio frequency loader, and the primary and backup sets of devices of the vehicle-mounted train control system to form a redundant dual-ring network; and the CANC buses of the two sets of communication interface devices are connected with the special communication bus of the communication maintenance machine.

10. The apparatus according to claim 9, wherein the communication switch further comprises a bus scheduling controller and a data buffer connected to the master communication interface apparatus and the backup communication interface apparatus, respectively.

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