A Technology Realization of Train Control BTM Communication Based on PROFIBUS Cai GuoQang, Jia DongYue Journal of Convergence Information

Technology, Volume 6, Number 1. January 2011

A Technology Realization of Train Control BTM Communication Based on PROFIBUS

Cai GuoQang, Jia DongYue State Key Laboratory of Rail Traffic Control and Safety, Beijing Jiaotong University
doi:10.4156/jcit.vol6. issue1.32

Abstract
Communications technology between BTM equipment has been monopolized by foreign companies, it is necessary to design and produce the BTM communication system of chinas independent intellectual property rights, and the application of the Bus technology is the main issue in communication. In this paper, we proposed a BTM communication technology of train control equipment based on PROFIBUS technology, and research the key issues of the implementation of the technology. In the schematic design, SPC3 bus bridge chip is used to set PROFIBUS-DP sub-station. The communication network of ROFIBUS-DP field bus between BTM of train control equipment and top MASTER is constructed. Also the implementation of the communication system is analyzed. The result proves that the technology does not only achieve the effective communication between multi-BTM and multi-MASTER but also improves the performance of the BTM system.

Keywords: BTM, Train Control Equipment, PROFIBUS, Communications Net 1. Introduction

Automatic Train Control System (CTCS) is important railway traffic safety equipment today widely used by countries around the world. In order to improve the CTCS system further, we need some hardware upgrade. As the speed after the train increasing the speed speeds up to 250km per hour, when the train runs at high speed conditions, it is difficult to identify the ground signal, the traditional people-based train operation control method can not meet the security needs. At present, BTM equipment communications technology has been monopolized by foreign companies. It is necessary to design and produce BTM device communication system with China's independent intellectual property rights. It will allow the existing automatic train control system to be further improved, whats more ,it not only promote development speed technology in railway, but also lead communication signals in railway to digital technology, intelligence, networking and integration direction. In this paper, we proposed a BTM communication technology of train control equipment based on PROFIBUS technology, and research the key issues of the implementation of the technology. The communication network of ROFIBUS-DP field bus between BTM of train control equipment and top MASTER is constructed. Also the implementation of the communication system is analyzed. The result proves that the technology improves the performance of the BTM system.

2. BTM train control equipment

BTM Train Control System which is also known as point-transponder is mainly made of ground-BTM and car BTM two parts. As the wireless communications between BTM ground equipment and vehicle BTM is interfered with high-speed train running, both devices require more than one redundancy. BTM Train Control System is a principle of electromagnetic induction using high-speed point-composition data transmission equipment used in specific locations to achieve communication between the locomotive with the ground, whose system works shown in Figure 1. Vehicle transport BTM module generates operational frequency of 27.095MHz power carrier which is sent through installing sensors on the locomotive at the bottom of the dual-band transceiver antenna. When the locomotive reaches the ground-point range of the effective role of transponder the transponder on the ground point will convert the receiving power for the work of DC energy of the function modules within the transponder carrier. At the same time transponder control circuit begins to work , the message data pre-encoded that is written in the memory by the programmer is read-out,

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A Technology Realization of Train Control BTM Communication Based on PROFIBUS Cai GuoQang, Jia DongYue Journal of Convergence Information Technology, Volume 6, Number 1. January 2011

using FSK modulation method (modulation frequency of 4.23MHz 282KHz), transponder control circuit send the signal modulated through the transponder antenna at 564Kbps data rate . Vehicle antenna receives the modulated signals and sends it to the BTM, which process transponder signal received by filtering, amplification, digital demodulation and decoding, decoding, and finally send data processed to the related equipment such as ATC-vehicle equipment through the corresponding interface under the agreement.

Figure 1.

BTM Schematic diagram of train control equipment operating principle

Vehicle equipment is made of transmitting system and receiving system. Transmitting systems includes carrier frequency generator, power amplifier and vehicle antennas. Receiving system includes vehicle wireless filtering, digital demodulation, and information processing and transmission links. Transmitting system's main function is to first of all by the clock circuit to produce a single frequency of energy carrier which is magnified through the power amplifier and input to the transmitting antenna and to activate passive responder by the antenna transmitting power. The main function of the receiving system is to receive the packet information through a receiving antenna and to inspect, verify, decode and transmit received packets through the back of the circuit. BTM discussed in paper is vehicle transponders transmit modules belonging to the vehicle equipment of European standard responder system whose main function is to control and test antennas, to demodulate FSK signal, to decode the transponder message and to process post message. BTM receive initialization information from EVC (vehicle security computer), receive the correct configuration, and then enter the normal operating mode. Once the antenna receives point of information from the transponder on the ground, it transmits the signal to the BTM. BTM process signals by analog-digital conversion, digital filtering and demodulation and gets binary code element. The information is then transmitted to the communication board via the bus version, and then transmitted to the EVC.

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A Technology Realization of Train Control BTM Communication Based on PROFIBUS Cai GuoQang, Jia DongYue Journal of Convergence Information Technology, Volume 6, Number 1. January 2011

Figure 2. Architecture of BTM Communication Vehicle BTM device mainly consists of finder, receiver, decoder board, power board, communication board and BTM antenna system. It can achieve the following three functions: (1) The finders function, the finder is mainly used to produce electromagnetic waves of 27 MHz, which stimulates the ground transponder to work and send signals to the vehicle equipment. It mainly consists of oscillator, modulator, power amplifier and other components. (2) The receivers function, the receiver largely receives signals from the transponder on the ground and then process signals by A / D conversion and filtering to make the signal integral and easier to analyze. (3) Decoding boards function, decoding board is mainly used to decode the information received up and process it by FSK modulation to get the information from signal for train runnings convenience.

3. Application of PROFIBUS Field bus

PROFIBUS is a kind of field bus technology applied in plant-level monitoring monitor for factory automation and data communication and control of filed apparatus layer. It achieves distributed digital control and communications between the field device level and the shop floor level monitoring layer, so as to provide a viable solution for achieving comprehensive factory automation and intelligent field devices. PROFIBUS consists of three compatible parts: PROFIBUS-FMS, PROFIBUS-DP and PROFIBUS-PA, which were applied to different areas. The network status PROFIBUS field bus mainly consists of the main station and passive stations. The main station in PROFIBUS field bus in the paper is ATP (Automatic Train Protection, Automatic Train Protection System), and the passive station is BTM. Network state is shown in Figure 3. ATP is mainly used for protection of train driving, monitoring of safety-related equipment or system, protection of train intervals and protection of train overspeed and so on. The principle of work of ATP is: it accepts the information uploaded from the ground to get the trains current speed of the security allowed and achieve speed supervision and management for the train according to the information.

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A Technology Realization of Train Control BTM Communication Based on PROFIBUS Cai GuoQang, Jia DongYue Journal of Convergence Information Technology, Volume 6, Number 1. January 2011

Figure 3.

PROFIBUS field bus network diagram

As can be seen from the figure, PROFIBUS field bus networks consist of ATP, BTM, and MASTER. ATP contains several MASTER, and the MASTER as master station of PROFIBUS field bus sends commands to the passive station and receive information from the passive station of PROFIBUS field bus namely BTM . To achieve intelligent PROFIBUS-DP slave, the key problem is to address the communication interface. There usually are the following three methods: (1) The use of PROFIBUS-DP-specific protocol chip, ASIC; (2) The approach of SCM software; (3) The technology solutions for the application bus bridge; According to the above several PROFIBUS field bus slave implementations, combined with the actual situation, you can choose their own solution. The first solution is researched in paper; it is the use of SPC3 chip to achieve agreements on field bus slave, which is simple, convenient and practical. SPC3 (SIEMENS PROFIBUS CONTROLLER) is a intelligent communication integrated chip ,which is developed by a SIEMENS company for the development of PROFIBUS-DP slave and integrates a complete PROFIBUS-DP protocol, including the media access control (MAC) and on-site total Line Data Link (FDL) . SPC3 can independently complete all PROFIBUS-DP communication, so that it can speed up the implementation of communication protocols, undertake the load of the microprocessor of communications part and achieve PROFIBUS-DP slave communications processing, the internal structure diagram is shown in Figure 4.

Figure 4.

the diagram of SPC3 internals structure

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A Technology Realization of Train Control BTM Communication Based on PROFIBUS Cai GuoQang, Jia DongYue Journal of Convergence Information Technology, Volume 6, Number 1. January 2011

Using the ASIC SPC3 complete integrated PROFIBUS-DP Protocol which is offered by SIEMENS can greatly improve development efficiency and development costs. Moreover, you can reduce the microprocessor software program of the passive station, the bus access is driven by the hardware, data transmission is through the SPC3 in the dual-port RAM, and the exchange of data is independent of the bus cycle. PROFIBUS-DP communication interface is mainly connection of 80C51 microcontroller and SPC3. MCU is used to connect to SPC3 chip, which is like an external RAM of a microcontroller; specific connection is shown in Figure 5.

Figure 5.

diagram of CPU and SPC3s connection

AT89S52 is used as CPU , for AT89S52 SPC3 is equivalent to an external RAM of its expansion .ADB7-ADB0 is the data multiplexed address bus, which can generate the data and the low 8-bit address bus, high-four addresses is generated by the AB8-AB11. The chip-select signal of SPC3 generated by the AB4-AB7 determined by the decoding circuit, only when the AB4-AB7 is 0 at the same time, is selected, chip-select signal of SPC3 is 2000H, and SPC3 internal RAM locates at 2000H-25FFH unit. MCU can access the register of SPC3 as the external RAM. Vehicle BTM development process focuses on interface communication program of SPC3, which includes initialization and interrupt service routine of the SPC3. The SPC3 complete integration of PROFIBUS-DP agreement, so AT89S52 is not involved in the processing PROFIBUS-DP state machine, the main task of AT89S52 is to carry out data acquisition and processing, it stores the data command received by SPC3 from the master station according to interruption produced by SPC3, handles the data sent to the main station through SPC3 and organizes external diagnosis the upon request. The flow chart of the main program of the system is shown in Figure 6.

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A Technology Realization of Train Control BTM Communication Based on PROFIBUS Cai GuoQang, Jia DongYue Journal of Convergence Information Technology, Volume 6, Number 1. January 2011

Beginning

Initialize

the

MCU and SP3

Start SP3

Output data

Process data

Data acquisition and processing

Input data

Existing

External

Write an external diagnosis Figure 6. flowchart of main program The system after power enters into the main program and starts to initialize SCM and Protocol Chip SPC3. Focus is on initialization of SPC3 to configure the various registers, including the setting the allowed interruption of SPC3, writing the station identification numbers and addresses, setting the mode register, diagnostic buffer, the buffer parameters, configuring the buffer, the address buffer and The initial length of the buffers , and calculating according the initial value above pointers and of input and output buffer start address and scope of auxiliary buffer .After the completion of the initialization of microcontroller and SPC3, SPC3 is started , and then it is determined whether there is master output data, the output data is processed , and then the data acquisition is completed , and then input buffer is written , the field data is sent to the main station, at this time External diagnostic monitoring is conducted , if there is an external diagnosis, diagnostic information is sent to the main

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A Technology Realization of Train Control BTM Communication Based on PROFIBUS Cai GuoQang, Jia DongYue Journal of Convergence Information Technology, Volume 6, Number 1. January 2011

station. If disruption of DP occurred in the process of the implementation of the main program, the system enters into the interrupt handler.

4. Conclusion
Major research in paper is the application of PROFIBUS bus in the BTM train control equipment. Communication technology of BTM train control equipment which is based on PROFIBUS bus is studied, and several key issues are studied during technology to achieve. In schematic design, PROFIBUS-DP slave is set with SPC3 bus bridge chip, communication network of ROFIBUS-DP field bus between the train control equipment BTM and the upper MASTER is built, and the implementation procedure of communication systems is analyzed. The program to achieve PROFIBUS slave with PROFIBUS protocol chips SPC3 and workflow of design of PROFIBUS slave software is presented in this paper. The results show that the technology achieves effective communication between the multi-channel BTM and multi-path MASTER and improves communication performance of BTM system. PROFIBUS field bus technology has broad prospects for application of electrical works in the railway; BTM communication technology based on PROFIBUS has a certain practical significance for Electric Automation in the railway.

5. References
[1] Zheng jun. Field bus and its application technology. Beijing: Mechanical Industry Publishing, 2005:15-29. [2] Wei Yu-fang, Zeng Rong. Field bus technology and applications. Automatic control technology, 2002, 21 (4):13-17. [3] YANG Xian-hui. Field bus technology and its application. Beijing: Tsinghua University Press, 2002.8:47-67. [4] [4] ZLG. SCM data communication application technology. Guangzhou: ZLG MCU Development Co., Ltd., 2003:35-47. [5] PROFIBUS field bus standard (Chinese Version) [Z]. Field Bus (PROFIBUS) Professional Member (CPO):5-65. [6] Zhaowen Hong, Cao Li Min, Shi Yi-ming. The Development of Field bus. Journal of Zhejiang University of Technology, 2001, 29 (2):166-170. [7] LEI Lin. Field bus network technology. Beijing: Electronic Industry Press, 2004:10-16. [8] Science & Technology Department Ministry of Railways Ministry of Railways Transport Bureau. CTCS-2 Ji existing line of Train Control System Vehicle Equipment technical specifications [S]. Beijing: Science and Technology Wan [2007] 45 .2007.3. PS. [9] Zheng jun. Field bus and application of technology [M]. Beijing: Mechanical Industry Press, .2005. P327-329, 340-343. [10] Tang Ji-Young. PROFIBUS Technical Training (Part II Typical applications) [R]. Beijing: China field bus PROFIBUS Competence Center.

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