Responder

Abstract

The invention discloses a responder, and belongs to the field of railway communication signal equipment. The responder comprises a responder onboard equipment communication interface unit and a responder roadside electronic equipment interface unit, wherein the responder roadside electronic equipment interface unit is provided with a responder information loopback interface module; the responder onboard equipment communication interface unit and the responder roadside electronic equipment interface unit are in communication link to send message data to onboard equipment; and the responder roadside electronic equipment interface unit and the responder onboard equipment communication interface unit of the responder are in communication link to connect and communicate with roadside electronic equipment, to receive message data output by the roadside electronic equipment and transmit the message data to the onboard equipment through the onboard equipment communication interface unit, and to output and transfer information reflecting working conditions of the responder and activation to the roadside electronic equipment through low-frequency signals generated by a responder informationloopback interface module. The responder can feed back the signals accurately, and the communication distance can reach more than 4 kilometers.

Description

technical field [0001] The invention relates to the field of railway communication signal equipment, in particular to an active transponder used in railway signals. Background technique [0002] With the continuous improvement of our country's national economy's requirements for railway transportation, the requirements for railway train operation management and safety control have also risen to a new level. In order to ensure the operation control and safety guarantee of high-speed trains, it is necessary to realize the real-time transmission and exchange of dispatching commands, train control information, and safety information. Therefore, building a reliable, efficient, two-way, large data volume wireless transmission and exchange system between the train and the ground is a necessary condition for the high-speed operation of the train. [0003] European standard transponder subsystems are used at all levels in the European ETCS. China Train Control System (CTCS) is a tr...

AI Technical Summary

Problems solved by technology

However, the existing active transponder does not have the function of sending back its own activation status information to the LEU. It is determined whether the active transponder is activated by detecting the increase in the current amplitude caused by the load change of the active transponder by the LEU. However, This detection method requires that the connection distance between the active transponder and the LEU is usually less than 500m, in order to meet the normal communication requirements between the active transponder and the LEU, and to ensure that the LEU can normally detect the activation state of the active transponder and maintain the same The active transponder communicates correctly. If the connection distance exceeds 500m, the LEU cannot correctly detect whether the active transponder is activated. Because the connecting cable itself has the effects of resistance, inductance and capacitance, the signal amplitude of the LEU after long-distance cable transmission It will attenuate, the waveform of the DBPL signal will be deformed, and the reliability of the signal transmission between the active transponder and LEU will inevitably decrease, and because the current active transponder uses transparent transmission (the received message is not checked) , the active transponder will transparently transmit the message obtained by parsing the DBPL signal transmitted from the LEU to the on-board equipment, so that if the message is wrong, it will also affect the driving safety, so the long-distance transmission between the LEU and the active transponder is reliable. Reduced performance will also affect driving safety

[0005] In addition, in order to ensure driving safety, the ground train control center also needs to monitor the working status of the active transponder in time, but the existing active transponder does not have the function of sending back its own working status to the LEU, so the existing technology often uses manual The working status of the active transponder is detected by regular detection by detection or special detection equipment installed on the active transponder. This detection method will interfere with the normal operation of the active transponder and LEU, and greatly increase the operating cost.

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