WO2019137395A1

WO2019137395A1 - Comprehensive bearing system for track transport

Info

Publication number: WO2019137395A1
Application number: PCT/CN2019/070978
Authority: WO
Inventors: 江奕辰; 王发平; 邵明乾; 李波波
Original assignee: 比亚迪股份有限公司
Priority date: 2018-01-09
Filing date: 2019-01-09
Publication date: 2019-07-18
Also published as: CN110022543A

Abstract

A comprehensive bearing system for track transport. The system comprises: a first signal subsystem and a second communication signal subsystem. The first signal subsystem is used for implementing the communication between a trackside automatic train control system and an onboard control device by means of an LTE-U network. The second communication signal subsystem is used for implementing, by means of the LTE-U network, communication between a trackside passenger service system and an on-board passenger service device, communication between an on-board wireless local area network and the Internet, and communication between the trackside automatic train control system and the on-board control device.

Description

Rail transit integrated carrying system

Cross-reference to related applications

The present disclosure claims the priority of the Chinese patent application No. "201810018860.6", which was filed on January 9, 2018, by the BYD Co., Ltd., and whose invention is entitled "railway integrated carrying system".

Technical field

The present disclosure relates to the field of communications technologies, and in particular, to a rail transit integrated bearer system.

Background technique

At present, rail transit generally uses WLAN, LTE-M, and GSM to carry vehicle-to-vehicle communication and signal interaction, and to achieve signal and communication isolation, it is usually carried by different networks for different services.

Specifically, in order to realize the vehicle-to-ground communication of the train, it is necessary to arrange a corresponding wireless access point (AP) and an access unit to perform communication on the track side and the vehicle side, respectively, and to achieve signal redundancy. The signal network needs to be set up two; and in order to realize the passenger Internet service, a communication network needs to be separately arranged. Therefore, the integrated rail transit system generally consists of at least three networks for realizing the comprehensive bearing of the train and the passenger Internet service.

The above-mentioned integrated bearer system setting mode has a complicated network structure, a large number of devices, and high cost.

Summary of the invention

The present disclosure aims to solve at least one of the technical problems in the related art to some extent.

To this end, the present disclosure proposes an integrated rail transit system, which is based on an LTE-U network, and requires only two communication signal loops to realize integrated train carrying and passenger Internet access, not only the network is simple, but also the number of devices. Less, low cost, and strong anti-interference ability of the network, long transmission distance, and can carry the communication of the vehicle integrated system and the passenger Internet service when moving at high speed, which improves the reliability of communication.

The rail transit integrated carrying system proposed by the embodiment of the present disclosure comprises: a first signal subsystem and a second communication signal subsystem; the first signal subsystem is configured to implement an automatic control system for the trackside train through the LTE-U network Communication between the vehicle control devices; the second communication signal subsystem for communicating between the trackside passenger service system and the vehicle passenger service device, the communication between the vehicle wireless LAN and the Internet, and the trackside through the LTE-U network Communication between the train automatic control system and the vehicle control equipment.

Optionally, the first signal subsystem includes: a track-side train automatic control system sequentially connected in communication, a first switch, a first base station, a first base station antenna, a first vehicle antenna, a first vehicle access unit, The first in-vehicle switch and the in-vehicle control device, wherein the working frequency band of the first base station antenna and the first vehicle antenna is a LET-U frequency band.

Optionally, the trackside automatic control system includes an automatic train monitoring system, a regional controller, and a computer interlocking system, wherein the automatic train monitoring system, the regional controller, and the computer interlocking system are respectively associated with the first switch Communication connection.

Optionally, the first signal subsystem further includes: a first photoelectric conversion device respectively connected to the first switch and the first base station.

Optionally, the second communication signal subsystem includes: a second switch; a track-side train automatic control system, a trackside passenger service system, an Internet, and a second base station respectively connected to the second switch; respectively The second base station antenna, the second vehicle antenna, the second vehicle access unit, and the second vehicle-mounted switch; the vehicle-mounted control device and the vehicle-mounted passenger service device respectively connected to the second vehicle-mounted switch; And an in-vehicle wireless local area network device, wherein a working frequency band of the second base station antenna and the second vehicle antenna is a LET-U frequency band.

Optionally, the second switch includes a communication access switch and at least one signal access switch;

The communication access switch is in communication connection with the trackside passenger service system;

The at least one signal access switch is in communication with the trackside train automatic control system.

Optionally, the trackside automatic control system comprises an automatic train monitoring system, a regional controller and a computer interlocking system;

The train automatic monitoring system, the area controller and the computer interlocking system are respectively connected in communication with a signal access switch.

Optionally, the onboard passenger service device comprises a passenger information device, a closed circuit television monitoring device, a broadcast device, and an emergency call device;

The second communication signal subsystem further includes: a third in-vehicle switch;

The third in-vehicle switch is respectively connected to the second in-vehicle switch and the passenger information device, the closed-circuit television monitoring device, the broadcast device, and the emergency call device.

Optionally, the in-vehicle control device, the in-vehicle passenger service device, and the second in-vehicle switch are simultaneously disposed in any cabinet of the train; the in-vehicle wireless local area network devices are respectively disposed in each of the trains.

Optionally, the second communication signal subsystem further includes: a second photoelectric conversion device respectively connected to the second switch and the second base station.

Optionally, the integrated bearer system further includes a firewall that is respectively connected to the first switch, the second switch, and the Internet.

Optionally, the integrated bearer system further includes a backbone switch;

The backbone switch is respectively connected to the first switch, the second switch, and the firewall.

The rail transit integrated bearer system of the embodiment of the present disclosure is based on the LTE-U network, and only needs two communication signal loops to realize integrated train carrying and passenger Internet access services, which is simple in network, small in number of devices, low in cost, and network. The anti-interference ability is strong, the transmission distance is long, and the communication of the vehicle-ground integrated system and the passenger Internet access service can be carried at the time of high-speed movement, thereby improving the reliability of communication.

DRAWINGS

The above and/or additional aspects and advantages of the present invention will become apparent and readily understood from

1 is a schematic structural view of a rail transit integrated carrying system according to an embodiment of the present disclosure;

2 is a schematic structural diagram of a rail transit integrated carrying system according to another embodiment of the present disclosure;

3 is a schematic structural diagram of a second communication signal subsystem portion of an in-vehicle network system according to an embodiment of the present disclosure;

4 is a schematic structural diagram of a rail transit integrated carrying system according to still another embodiment of the present disclosure;

FIG. 5 is a schematic structural diagram of a terrestrial network system according to an embodiment of the present disclosure; FIG.

6 is a schematic structural diagram of a rail transit integrated carrying system according to still another embodiment of the present disclosure;

7 is a schematic structural diagram of a second communication signal subsystem portion of a terrestrial network system according to an embodiment of the present disclosure;

8 is a schematic structural diagram of a first signal subsystem portion of a terrestrial network system according to an embodiment of the present disclosure;

9 is a schematic structural diagram of a first signal subsystem portion of an in-vehicle network system according to an embodiment of the present disclosure.

Detailed ways

The embodiments of the present disclosure are described in detail below, and the examples of the embodiments are illustrated in the drawings, wherein the same or similar reference numerals are used to refer to the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are illustrative, and are not intended to be construed as limiting.

Embodiments of the present disclosure are directed to a rail transit integrated bearer system in the related art, which has a complicated network, a large number of devices, and a high cost, and proposes a rail transit integrated bearer system.

The rail transit integrated bearer system provided by the embodiment of the present disclosure includes a first signal subsystem and a second communication signal subsystem, and the first signal subsystem is used for long-term evolution technology on Advanced in Unlicensed Spectrums (Long Term Evolution (LTE), that is, the LTE-U network realizes communication between the automatic control system of the trackside train and the vehicle control device, and the second communication signal subsystem is used to implement the trackside passenger service system and the vehicle passenger service through the LTE-U network. Communication between devices, communication between the wireless LAN and the Internet, and communication between the automatic control system of the trackside train and the vehicle control device. The integrated bearer system is based on the LTE-U network, and only needs two communication signal loops to realize the integrated bearer and passenger Internet access service of the train. The network is simple, the number of devices is small, the cost is low, and the network has strong anti-interference ability. The distance is long, and when the high-speed mobile can carry the communication of the vehicle integrated system and the passenger Internet service, the communication reliability is improved.

The rail transit integrated carrying system of the embodiment of the present disclosure will be described below with reference to the drawings.

1 is a schematic structural view of a rail transit integrated carrying system according to an embodiment of the present disclosure.

As shown in FIG. 1 , the rail transit integrated carrying system comprises: a first signal subsystem and a second communication signal subsystem.

The first signal subsystem is configured to implement communication between a Communication Based Train Control System (CBTC) and a Vehicle On-Board Controller (VOBC) through an LTE-U network;

a second communication signal subsystem for implementing communication between the trackside passenger service system and the vehicle passenger service device, the communication between the vehicle wireless local area network and the Internet, and the automatic control system between the trackside train and the vehicle control device through the LTE-U network Communication.

It can be understood that the LTE-U network has a high throughput capability. Therefore, in this embodiment, the LTE-U network is used as a service channel, and the functions of all communication services are realized by using the high throughput capability.

Specifically, the first signal subsystem is only used to implement signal transmission between the CBTC and the VOBC through the LTE-U network, so that reliable transmission of the control signal of the train can be realized. The second communication signal subsystem can realize communication between the trackside passenger service system and the vehicle passenger service device, communication between the vehicle wireless local area network and the Internet, and communication between the trackside train automatic control system and the vehicle control device through the LTE-U network. Therefore, the comprehensive bearing of the train and the passenger Internet service can be realized. At the same time, since the first signal subsystem and the second communication signal subsystem can communicate between CBTC and VOBC through the LTE-U network, the redundancy of the train control signal is realized, and the reliability of the rail transit integrated bearer system is ensured. Sex. Therefore, only two communication signal loops of the first signal subsystem and the second communication signal subsystem are needed, that is, only two networks are needed, and the integrated bearing of the train and the passenger Internet access service can be realized, and the network is simple and the number of devices is small. low cost.

Moreover, the second communication signal subsystem can perform different time slot ratios or ratios of uplink and downlink throughputs for different services according to the requirements of different services carried, thereby ensuring the trackside passenger service system and the vehicle passengers. Reliable communication between service equipment rooms, in-vehicle wireless LAN and Internet, and on the automatic control system of track-side trains and on-board control equipment.

The structure of the rail transit integrated carrying system according to the embodiment of the present invention will be described in detail below with reference to FIGS. 2-9.

As shown in FIG. 2, the first signal subsystem includes: a track-side train automatic control system sequentially connected in communication, a first switch, a first base station, a first base station antenna, a first vehicle antenna, and a first vehicle access unit TAU1. The first in-vehicle switch and the in-vehicle control device, wherein the working frequency band of the first base station antenna and the first vehicle antenna is a LET-U frequency band.

a second communication signal subsystem, comprising: a second switch; a track-side train automatic control system respectively connected to the second switch, a trackside passenger service system, the Internet and a second base station; and a second communication connection with the second base station in sequence a base station antenna, a second vehicle antenna, a second vehicle access unit TAU2, and a second vehicle-mounted switch; an in-vehicle control device, an in-vehicle passenger service device, and an in-vehicle wireless local area network device respectively connected to the second in-vehicle switch, wherein the second The working frequency band of the base station antenna and the second vehicle antenna is the LET-U frequency band.

Among them, the trackside passenger service system includes a Passenger Information System (PIS), a Closed Circuit TV (CCTV), a Broadcasting System (PA), and an emergency call system. The emergency call system may be any emergency call system such as a fire alarm system.

Correspondingly, the vehicle passenger service device may include a passenger information device, a closed circuit television monitoring device, a broadcasting device, an emergency call device, and the like.

Automatic control system for trackside trains, including Automatic Train Supervision (ATS), Zone Comtroller (ZC) and Computer Interlocking (CI). In the first signal subsystem, ATS, ZC, and CI are respectively communicatively coupled to the first switch.

It should be noted that, in the embodiment of the present disclosure, since the first signal subsystem is only used to implement reliable transmission of the control signal of the train, the type of the first switch is a signal access switch. While the second communication signal subsystem includes both signal and communication transmissions, the second switch includes two types of switches: a signal access switch and a communication access switch.

Correspondingly, in the second communication signal subsystem, ATS, ZC, and CI are respectively connected to the signal access switch, and the PIS, CCTV, PA, and emergency call system are respectively connected to the communication access switch.

It should be noted that in the first signal subsystem or the second communication signal subsystem of the embodiment of the present disclosure, ATS, ZC, and CI may be connected to the same signal access switch, or respectively connected to respective corresponding signal accesses. In the switch, this application does not limit this. The signal access switches corresponding to the ATS, the ZC, and the CI may be the same or different, and the present application does not limit this.

That is, in the second communication signal subsystem of the embodiment of the present disclosure, the second switch includes a communication access switch and at least one signal access switch; the communication access switch is in communication with the trackside passenger service system; at least one signal access The switch is in communication with the automatic control system of the trackside train.

In a possible implementation form, the automatic control system of the trackside train comprises an automatic train monitoring system, a regional controller and a computer interlocking system; the automatic train monitoring system, the regional controller and the computer interlocking system are respectively connected with a signal access switch. .

In addition, in the integrated rail transit system, the vehicle control device may be one or more, and is not limited herein. Generally, in order to ensure reliable control of the train, two in-vehicle control devices can be installed in the train, thereby achieving redundant control of the train. In the drawings of the embodiments of the present invention, the rail transit integrated carrying system includes two VOBC1 and VOBC2 in-vehicle control devices as an example.

Specifically, in the first signal subsystem, the trackside train automatic control system, the first switch, the first base station, the first base station antenna, the first vehicle antenna, the first vehicle access unit TAU1, the first vehicle switch, and the vehicle control The device is connected in communication, and the working frequency band of the first base station antenna and the first vehicle antenna is the LET-U frequency band, so that the signal transmission between the CBTC and the VOBC is realized through the LTE-U network. Since the first signal subsystem is only used to realize the signal transmission between the CBTC and the VOBC, the control signal of the train can be ensured not to be interfered by other signals, and the reliable transmission of the train control signal is realized.

In the second communication signal subsystem, the trackside automatic control system, the trackside passenger service system and the Internet pass through the second switch, the second base station, the second base station antenna, the second vehicle antenna, and the second vehicle access unit TAU2, respectively. The second on-board switch is connected with the vehicle control device, the vehicle passenger service device and the vehicle wireless LAN device, thereby realizing the communication between the trackside train automatic control system and the vehicle passenger service device, the trackside passenger service system and the vehicle passenger service device. Inter-communication and communication between the in-vehicle wireless local area network and the Internet, thereby realizing the comprehensive carrying of the train and the passenger Internet service. At the same time, the vehicle control device transmits signals between the first vehicle access unit TAU1 and the second vehicle access unit TAU2 and the trackside train automatic control system, thereby realizing the redundancy of the train control signal and ensuring the rail transit. The reliability of the integrated carrier system.

It can be understood that the first switch, the second switch, the first in-vehicle switch and the second in-vehicle switch are respectively disposed in the first signal subsystem and the second communication signal subsystem, and the virtual local area network is divided by the switch (Virtual Local Area) Network (referred to as VLAN), logically divides the service, so as to avoid signal interference between the two subsystems and the second communication signal subsystem, and achieve safe operation of all services.

It should be noted that, since the first switch and the first base station are generally far away from each other, the first switch and the first base station are usually transmitted through an optical fiber, and the first base station usually processes an electrical signal, so in the present invention In an embodiment, as shown in FIG. 2, a first photoelectric conversion device may be disposed between the first switch and the first base station, so that the optical signal sent by the first switch is converted into an electrical signal, and then transmitted to the first base station.

That is, the first signal subsystem further includes: a first photoelectric conversion device respectively connected to the first switch and the first base station.

Correspondingly, as shown in FIG. 2, the second communication signal subsystem further includes: a second photoelectric conversion device respectively connected to the second switch and the second base station.

In addition, in specific implementation, the in-vehicle control device, the in-vehicle passenger service device, and the second in-vehicle switch can be simultaneously disposed in any cabinet of the train, thereby reducing the length of the communication line in the train and reducing the signal caused by the communication line. The loss improves the reliability of communication of each in-vehicle device.

Moreover, in order to minimize interference between the first signal subsystem and the second communication signal subsystem, the first vehicle antenna and the second vehicle antenna may be respectively disposed at both ends of the train. Correspondingly, the first in-vehicle access unit TAU1 and the second in-vehicle access unit TAU2 may also be respectively disposed at both ends of the train. The in-vehicle wireless local area network devices can be respectively disposed in each of the trains, so that the passengers in each of the cars can be connected to the in-vehicle wireless local area network, thereby meeting the Internet access requirements of all passengers in the train.

Further, since the vehicle passenger service equipment includes passenger information equipment, closed circuit television monitoring equipment, broadcasting equipment, and emergency call equipment. Therefore, in order to achieve the isolation of the signals between the passenger service devices, in the embodiment of the present disclosure, the signals between the passenger service devices may be isolated by the switch. That is, as shown in FIG. 3, the second communication signal subsystem may further include: a third in-vehicle switch.

The third vehicle-mounted switch is respectively connected to the second vehicle-mounted switch and the passenger information device, the closed-circuit television monitoring device, the broadcast device, and the emergency call device.

By dividing the VLAN by using the third in-vehicle switch, the service data of the passenger information device, the closed-circuit television monitoring device, the broadcasting device, and the emergency call device are logically divided to ensure the safe operation of each service.

In addition, in order to ensure data security, as shown in FIG. 4, in the integrated bearer system, a firewall may also be included, and the firewall is respectively connected to the first switch, the second switch, and the Internet, so that the communication, the signal, and the Internet data all pass through the firewall, thereby Ensure the security of data in the integrated bearer system. In the specific implementation, the gateway can be set to the firewall, and the firewall is used as a policy to isolate different service data.

Further, as shown in FIG. 4, in the integrated bearer system provided by the embodiment of the present disclosure, in order to achieve reliable isolation of communication and signals, a backbone switch and a backbone switch may be disposed between the first switch, the second switch, and the firewall. Connect to the first switch, the second switch, and the firewall respectively.

In a specific implementation, the service data of each system service data of the second communication signal subsystem, such as the trackside CCTV, the PIS, the broadcast system, the emergency call system, the ATS, the CI, and the ZC, are connected to the backbone switch through the second switch, and the first signal is The service data of the subsystem, such as the service data of the trackside ATS, CI, and ZC, is connected to the backbone switch through the first switch. The Internet signal is no longer passed through the second switch, but is directly connected to the backbone switch through the firewall. After the backbone switch is reached, the backbone switch can transmit the service data to the firewall. After the firewall is used as the policy, the data is isolated and then transmitted back to the backbone switch. Then, the LTE-U network is used as the data channel and transmitted to the vehicle antenna through the base station antenna. .

Further, the service data received by the vehicle antenna is transmitted to the vehicle switch through the vehicle access unit, and then the vehicle switch separates the service data according to the service data type, and then delivers the service data to the corresponding vehicle device, such as the vehicle. Wireless LAN equipment, car passenger service equipment, etc.

Correspondingly, the transmission process of the uplink service data is the reverse process of the foregoing process, and details are not described herein again.

By separating the data by the firewall and then dividing the VLAN by the switch for logical division, all services are safely operated.

The following is a description of the integrated rail transit system provided by the present disclosure after the division of the ground system and the in-vehicle system of the integrated carrier system is described in conjunction with FIG. 3 to FIG. 5 .

As can be seen from FIG. 4, the integrated rail transit system provided by the embodiment of the present invention can be divided into two parts: a terrestrial network system and an in-vehicle network system, and the two parts communicate as a whole through the LTE-U network. Specifically, part of the structure of the terrestrial network system can be as shown in FIG. 5, and part of the structure of the in-vehicle network system can be as shown in FIG. 3. The structure and working principle of the rail transit integrated carrying system provided by the embodiment of the present disclosure are described in detail below with reference to FIG. 3, FIG. 4 and FIG.

As shown in FIG. 4 and FIG. 5, the terrestrial network system includes a trackside passenger service system, a trackside train automatic control system, and the Internet. The ZC, CI, ATS and other systems in the automatic control system of the track-side train can be connected to the backbone switch through the respective first switch and the corresponding second switch respectively (only part of the connection relationship is shown in FIG. 5). The PIS, CCTV, passenger broadcasting system, and emergency call system in the trackside passenger service system can be connected to the backbone switch through the second switch, and the introduced Internet signal is only used for the onboard passengers to access the Internet and directly access the firewall. After all the above service data reaches the backbone switch, the data is transmitted to the firewall, and the gateway is set to the firewall. After the firewall is used as a policy, the signals, communication, and Internet data are isolated from each other and then transmitted back to the backbone switch to reach the LTE core network through the backbone switch. Passing through the fiber-to-rail base station to the train via the wireless network.

As shown in FIG. 3 and FIG. 4, in the in-vehicle network system, the second in-vehicle access unit TAU2 is disposed at one end of the train, the first in-vehicle access unit TAU1 is disposed at the other end of the train, and the in-vehicle wireless local area network device is respectively disposed in each of the trains. In the vehicle compartment, the vehicle control device, the PIS, the CCTV, the broadcasting device, the emergency call device, and the second vehicle-mounted switch in the vehicle passenger service device are all disposed in the same cabinet, and the cabinet is disposed at one end of the train as an example. The vehicle-mounted passenger service device is connected to the second vehicle-mounted switch through the third vehicle-mounted switch, and the vehicle-mounted wireless LAN device and the vehicle-mounted control device are directly connected to the second vehicle-mounted switch. The vehicle part gateway is set on the vehicle access unit, and after the ground data is transmitted to the train, it is delivered to the corresponding system by the vehicle access unit.

Through the terrestrial network system and the vehicle network system, the trackside train automatic control system relies on the LTE-U network to realize various vehicle control, and the vehicle passenger service system utilizes the LTE-U network to realize the function of multicast and video return, each car compartment The in-vehicle wireless LAN devices are respectively connected to the second in-vehicle switch, and the second in-vehicle switch performs data transmission and Power Over Ethernet (POE) power supply, and the Internet service is provided by the Internet. Although the Internet service occupies the throughput of the LTE-U network, the LTE-U network has a high throughput capacity, so it can meet the Internet access requirements.

In a possible implementation form of the present disclosure, in order to better implement data isolation and improve the reliability of the integrated rail transit system, the first signal subsystem and the second communication signal subsystem may respectively include a firewall and a backbone switch. .

Specifically, as shown in FIG. 6, the first signal subsystem may include a first firewall, and the second communication signal subsystem may include a second firewall, where the first firewall is connected to the first switch, and the second firewall is respectively connected to the second The switch and the Internet connection, so that the communication, signal and Internet data all pass through the firewall, thereby ensuring the security of the data in the integrated bearer system. In the specific implementation, the gateway can be set to the firewall, and the firewall is used as a policy to isolate different service data.

Further, as shown in FIG. 6, a first backbone switch may be disposed between the first switch and the first firewall, and a second backbone switch may be disposed between the second switch and the second firewall, where the first backbone switch and the first backbone switch respectively A switch is connected to the first firewall, and the second backbone switch is connected to the second switch and the second firewall.

In a specific implementation, in the second communication signal subsystem, the service data of each system service data such as the trackside CCTV, the PIS, the broadcast system, the emergency call system, the trackside ATS, the CI, and the ZC are connected to the second backbone through the second switch. On the switch, the Internet signal is no longer passed through the second switch, but is directly connected to the second backbone switch through the second firewall. After all the service data reaches the second backbone switch, the second backbone switch can transmit the service data to the second backbone switch. The second firewall passes through the second firewall to perform data isolation and then returns to the second backbone switch, and then uses the LTE-U network as a data channel to transmit to the second vehicle antenna through the second base station antenna.

Further, the service data received by the second vehicle-mounted antenna is transmitted to the second vehicle-mounted switch through the second in-vehicle access unit, and then the second in-vehicle switch separates the service data according to the service data type, and then delivers the service data to the vehicle data. Corresponding in-vehicle devices, such as in-vehicle wireless LAN devices, car passenger service devices, and the like.

Correspondingly, the transmission process of the uplink service data is the reverse process of the foregoing process, and the process of transmitting the service data in the first signal subsystem is similar to the foregoing process, and details are not described herein again.

The rail transit integrated bearer system provided by the present disclosure will be further described below with reference to FIG. 3 and FIG. 6 to FIG. 9 after the integrated bearer system is divided into the ground system and the in-vehicle system.

It can be seen from FIG. 6 that the rail transit integrated bearer system provided by the embodiment of the present invention can be divided into two parts: a terrestrial network system and an in-vehicle network system, and the two parts communicate as a whole through the LTE-U network. Specifically, a part of the structure of the terrestrial network system may be as shown in FIG. 7 and FIG. 8. FIG. 7 is a schematic structural diagram of a second communication signal subsystem part of the terrestrial network system, and FIG. 8 is a first signal of the terrestrial network system. Schematic diagram of the system part. A part of the structure of the in-vehicle network system can be as shown in FIG. 3 and FIG. 9. FIG. 3 is a schematic structural diagram of a second communication signal subsystem portion of the in-vehicle network system, and FIG. 9 is a first signal subsystem portion of the in-vehicle network system. Schematic.

The structure and working principle of the rail transit integrated carrying system provided by the embodiment of the present disclosure are described in detail below with reference to FIG. 3 and FIG. 6 to FIG.

As shown in FIG. 6 and FIG. 7, the second communication signal subsystem part of the terrestrial network system includes a trackside passenger service system, a trackside train automatic control system, and the Internet. The ZC, CI, ATS and other systems in the track-side train automatic control system can be connected to the second backbone switch through their respective corresponding signal access switches, PIS, CCTV, passenger broadcasting system, emergency call in the trackside passenger service system. The system can be connected to the second backbone switch through the communication access switch, and the introduced Internet signal is only used for the onboard passengers to access the Internet, and directly accesses the second firewall. After all the above service data reaches the second backbone switch, the data is transmitted to the second firewall, and the gateway is set to the second firewall, and the second firewall is used as a policy to isolate the signal, the communication, and the Internet data, and then return to the second. The backbone switch reaches the LTE core network through the second backbone switch, and is transmitted to the train through the optical network to the track-side base station, that is, the second base station.

As shown in Figures 6 and 8, the first signal subsystem portion of the terrestrial network system includes a trackside train automatic control system. The ZC, CI, ATS and other systems in the track-side train automatic control system can be connected to the first backbone switch through the respective first switches, and all the above service data reaches the first backbone switch and then the data is transmitted to the first firewall. After the data is isolated by the first firewall, the data is isolated and transmitted to the first backbone switch, and reaches the LTE core network through the first backbone switch, and is transmitted to the train through the optical network to the track-side base station, that is, the first base station.

As shown in FIG. 3, FIG. 6, and FIG. 9, in the in-vehicle network system, the second in-vehicle access unit TAU2 is disposed at one end of the train, the first in-vehicle access unit TAU1 is disposed at the other end of the train, and the in-vehicle wireless local area network device is respectively disposed on the train. In each of the cars, the vehicle control device, the PIS, the CCTV, the broadcasting device, the emergency call device, and the second vehicle-mounted switch in the vehicle passenger service device are all disposed in the same cabinet, and the cabinet is disposed at one end of the train as an example. The vehicle-mounted passenger service device is connected to the second vehicle-mounted switch through the third vehicle-mounted switch, and the vehicle-mounted wireless LAN device and the vehicle-mounted control device are directly connected to the second vehicle-mounted switch. The vehicle-mounted partial gateway is disposed on the first in-vehicle access unit and the second in-vehicle access unit. After the ground data is transmitted to the train, the first in-vehicle access unit and the second in-vehicle access unit are delivered to the corresponding system.

Therefore, the rail transit integrated carrying system of the embodiment of the invention can realize the comprehensive carrying of the train and the passenger online service. Because the frequency band of the LTE-U network based on the integrated bearer system is exempt from authorization, it can be used without authorization, with long transmission distance, strong anti-interference ability, high security, and high-speed mobile (up to 160kM/h) environment. The two-way mobile communication between the two, therefore, the integrated bearer system has strong anti-interference ability, long transmission distance, and can still carry the communication of the vehicle integrated system and the passenger online service when moving at high speed, thereby improving the reliability of communication.

The rail transit integrated bearer system provided by the embodiment of the invention is based on the LTE-U network, and only needs two communication signal loops to realize the comprehensive bearer of the train and the passenger online service, which is not only simple in network, small in number of devices, and low in cost, and The network has strong anti-interference ability, long transmission distance, and can carry the communication of the vehicle integrated system and the passenger online service when moving at high speed, which improves the reliability of communication.

In the description of the present specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means a specific feature described in connection with the embodiment or example. A structure, material, or feature is included in at least one embodiment or example of the present disclosure.

Any process or method description in the flowcharts or otherwise described herein may be understood to represent a module, segment or portion of code that includes one or more executable instructions for implementing the steps of a particular logical function or process. And the scope of the preferred embodiments of the present disclosure includes additional implementations, in which the functions may be performed in a substantially simultaneous manner or in an inverse order depending on the functions involved, in the order shown or discussed. It will be understood by those skilled in the art to which the embodiments of the present disclosure pertain.

It should be understood that portions of the present disclosure can be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution device. For example, if implemented in hardware, as in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: having logic gates for implementing logic functions on data signals. Discrete logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.

One of ordinary skill in the art can understand that all or part of the steps carried by the method of implementing the above embodiments can be completed by a program to instruct related hardware, and the program can be stored in a computer readable storage medium. When executed, one or a combination of the steps of the method embodiments is included.

In addition, each functional unit in various embodiments of the present disclosure may be integrated into one first processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. The integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.

The above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like. While the embodiments of the present disclosure have been shown and described above, it is understood that the above-described embodiments are illustrative and are not to be construed as limiting the scope of the disclosure The embodiments are subject to variations, modifications, substitutions and variations.

Claims

An integrated rail transit system, comprising: a first signal subsystem and a second communication signal subsystem;

The first signal subsystem is configured to implement communication between the automatic control system of the trackside train and the vehicle control device through the LTE-U network;

The second communication signal subsystem is configured to implement communication between a trackside passenger service system and an in-vehicle passenger service device, communication between a vehicle-mounted wireless local area network and the Internet, and an automatic control system for on-track trains and on-board control through an LTE-U network Communication between devices.
The integrated carrier system according to claim 1, wherein the first signal subsystem comprises: a track-side train automatic control system sequentially connected in communication, a first switch, a first base station, a first base station antenna, and a first An in-vehicle antenna, a first in-vehicle access unit, a first in-vehicle switch, and an in-vehicle control device, wherein a working frequency band of the first base station antenna and the first vehicle antenna is a LET-U frequency band.
The integrated carrying system according to claim 2, wherein said trackside automatic control system comprises a train automatic monitoring system, a zone controller and a computer interlocking system, wherein said train automatic monitoring system and zone controller And a computer chain system is in communication with the first switch.
The integrated bearer system according to claim 2 or 3, wherein the first signal subsystem further comprises: a first photoelectric conversion device respectively connected to the first switch and the first base station.
The integrated bearer system according to any one of claims 2 to 4, wherein the second communication signal subsystem comprises: a second switch;

a trackside train automatic control system, a trackside passenger service system, an internet, and a second base station respectively connected to the second switch;

a second base station antenna, a second vehicle antenna, a second vehicle access unit, and a second vehicle-mounted switch that are in communication with the second base station;

An in-vehicle control device, an in-vehicle passenger service device, and an in-vehicle wireless local area network device respectively connected to the second in-vehicle switch, wherein a working frequency band of the second base station antenna and the second vehicle antenna is a LET-U frequency band.
The integrated bearer system of claim 5, wherein the second switch comprises a communication access switch and at least one signal access switch;

The communication access switch is in communication connection with the trackside passenger service system;

The at least one signal access switch is in communication with the trackside train automatic control system.
The integrated carrying system according to claim 6, wherein said trackside automatic control system comprises an automatic train monitoring system, a regional controller and a computer interlocking system;

The train automatic monitoring system, the area controller and the computer interlocking system are respectively connected in communication with a signal access switch.
The integrated carrying system according to claim 5, wherein said in-vehicle passenger service device comprises a passenger information device, a closed circuit television monitoring device, a broadcasting device, and an emergency calling device;

The second communication signal subsystem further includes: a third in-vehicle switch;

The third in-vehicle switch is respectively connected to the second in-vehicle switch and the passenger information device, the closed-circuit television monitoring device, the broadcast device, and the emergency call device.
The integrated carrying system according to any one of claims 5-8, wherein said in-vehicle control device, in-vehicle passenger service device and said second in-vehicle switch are simultaneously disposed in any one of said trains; The in-vehicle wireless LAN devices are respectively disposed in each of the trains.
The integrated bearer system according to any one of claims 5-9, wherein the second communication signal subsystem further comprises: a second photoelectric conversion respectively connected to the second switch and the second base station device.
The integrated bearer system according to any one of claims 5 to 10, wherein the integrated bearer system further comprises a firewall connected to the first switch, the second switch, and the Internet, respectively.
The integrated bearer system according to claim 11, wherein the integrated bearer system further comprises a backbone switch;

The backbone switch is respectively connected to the first switch, the second switch, and the firewall.