Novel transponder equipment and method and equipment for realizing multiple functions through power line carrier communication

Abstract

According to the novel transponder device and the method and device for achieving multiple functions through power line carrier communication, multiple functions such as train positioning and speed measurement, station track occupation recognition, train occupation and integrity check and train-ground communication are achieved through the novel transponder device and the power line carrier communication, and wireless communication technologies such as the power line carrier communication are integrated; the method can be applied to train operation control, train-ground coordination action, locomotive vehicle information management, unmanned stations and train state monitoring in various scenes, can simplify the types of equipment, reduces the construction cost and the maintenance workload, and improves the transportation efficiency and safety at the same time.

Description

Technical Field

[0001] This invention belongs to the field of rail transit. It utilizes a combination of ground and onboard transponder equipment to achieve multiple functions such as train positioning and speed measurement, track occupancy identification, train occupancy and integrity checks, and vehicle-to-ground communication. By incorporating wireless communication technologies such as power line carrier communication, it can be applied to various scenarios such as train operation control, vehicle-to-ground coordinated action, locomotive and rolling stock information management, unmanned stations, and vehicle status monitoring. It can simplify equipment types, reduce construction costs and maintenance workload, while improving transportation efficiency and safety. Background Technology

[0002] Existing train control systems are characterized by a wide variety of equipment, high maintenance difficulty and cost, significant challenges in achieving automatic driving, and difficulties in interoperability between different systems. To simplify train control equipment and build a train control system using unified and universal equipment that can effectively support automatic driving and unmanned station management, a reliable, low-maintenance, and relatively mature technology is needed to achieve two-way communication between train and ground, train positioning, train occupancy and integrity checks, vehicle information management, and train operation control systems and vehicle management systems built using this technology.

[0003] The existing train operation control system has the following problems: Currently, train occupancy and integrity checks are carried out using track circuits and station coding. Track circuits are greatly affected by climate and environment, have high requirements for the track bed, and are easily affected by traction backflow and other interferences, resulting in many problems such as poor circuit separation and red light bands. The current application of track circuits requires the installation of insulating joints or electrical insulating joints at certain intervals along the rails, which affects the return path of traction current and increases costs and maintenance. Rail circuits are not suitable for applications in areas where rails are prone to rust or when the vehicle is under light load. The investment in axle counting equipment is large, which is not conducive to the simplification of circuit equipment. It has high requirements for power supply reliability, is prone to axle information loss, and is also prone to incorrect axle counting due to interference. As railway transportation develops towards high speed and heavy load, in order to ensure transportation safety, various status acquisition and detection equipment, monitoring equipment, control equipment and communication equipment need to be installed in the rear cars of trains. At present, it is difficult to find suitable installation space for these devices, especially in the rear cars of freight trains. At the same time, these devices need to be powered, but the freight train cars themselves do not have power sources, which requires the installation of energy storage and generation equipment, further increasing the difficulty of equipment installation and fixing. Because the vehicles lack pre-reserved installation locations, installing the equipment is difficult. Even if the equipment can be installed on the last car of a freight train, it is mostly placed at the coupler, a low position close to the rails, which causes problems such as interference and significant vibration. Currently, even if the equipment is installed on the rear of the train, there are difficulties in installation, fixing, removal, and transportation. Some power generation equipment needs to be fixed to freight cars, which brings about train formation and de-formation problems and affects train transportation efficiency.

[0004] According to patent searches, the following patents are mainly related to this invention: 1. Chinese invention patent with application number "202111035613.5", application date "2021-09-06", publication number "CN113602323A", publication date "2021-11-05", title "Method and System for Train Occupancy and Integrity Check and Train Control Using Transponders", applicant "Chen Jianming". This invention utilizes transponders to realize train occupancy and integrity check and train control. It uses LEU, active transponders, and on-board antennas of the train head and tail transponders to form a two-way communication between the train and the ground. By arranging two-way communication active transponders and LEUs in groups along the track, the line is divided into multiple sections. Through two-way communication between the train and the ground, train occupancy check and integrity judgment are realized. The track circuit is simplified and used only for rail breakage check or to check rail breakage by transmitting information on the track with ultrasonic waves. It can be used alone to form a train operation control system based on transponders to realize two-way communication between the train and the ground, or as a backup mode for a train operation control system based on wireless communication. It simplifies trackside equipment and improves transportation efficiency. 2. Application No. “202010441750.8”, application date “2020.05.22”, publication number “CN111572599A”, publication date “2020.08.25”, titled “A Train Positioning and Wake-up Device and Method Based on Point-to-Point Two-Way Communication”, applicant “Guangzhou Tieke Intelligent Control Co., Ltd.”; A Chinese invention patent from Guangzhou Metro Group Co., Ltd. discloses a train positioning wake-up device and method based on point-to-point bidirectional communication. This invention utilizes a ground positioning antenna connected to the ground-based ATS (Automatic Train Protection System) and an onboard positioning sensor mounted on the train. The onboard sensor processing unit determines the train's location based on the strength of the positioning signal received from the ground positioning antenna by the onboard positioning sensor. This invention replaces existing methods that rely on transponder receiving antennas or onboard speed measurement units for real-time monitoring and continuous location acquisition during sleep mode. Furthermore, it employs a bidirectional communication mechanism instead of WLAN or LTE to enable the onboard sensor processing unit to receive wake-up commands from the ground-based ATS. This achieves the wake-up function while simplifying system design, improving positioning accuracy, and reducing power consumption during train sleep mode.

[0005] The transponder schemes mentioned above can only be used for positioning and ground-to-vehicle data transmission, or can only be activated bidirectionally. Other technologies can be used to achieve train occupancy, positioning, bidirectional vehicle-to-ground communication, or even achieve zoning functions similar to track circuits. However, these only propose the concept of zoning, add new equipment, and are incompatible with existing systems. Summary of the Invention

[0006] The technical problem this invention aims to solve is to address the deficiencies in existing technologies by proposing a novel transponder system that combines onboard and ground equipment to achieve multiple functions such as train positioning and speed measurement, track occupancy identification, train occupancy and integrity checks, and vehicle-to-ground communication. It integrates wireless communication technologies such as power line carrier communication, enabling applications in various train operation control scenarios, locomotive and rolling stock information management, railway train number identification, and vehicle-to-ground interaction. This simplifies equipment types, reduces construction costs and maintenance workload, and ensures compatibility with multiple train control systems, achieving interconnectivity while simultaneously improving transportation efficiency and safety.

[0007] The new transponder system (refer to patent CN202211216276.4) also includes a vehicle-mounted transponder transmitting device, and the combination of equipment in the new transponder system is determined by the site conditions.

[0008] Ground-based two-way transponders can be triggered by received downlink transponder data pulses or downlink energy waves to send uplink transponder data. This allows the use of lines without vehicle-mounted passive transponders, reducing line radiation.

[0009] The vehicle-mounted transponder transmitting device can be composed of a vehicle-powered passive transponder (refer to the design of a vehicle-mounted passive transponder), and the transmitted data is stored in the vehicle-mounted transponder transmitting device; or the vehicle-mounted transponder transmitting device can be composed of a vehicle-mounted transponder transmitting device host + antenna (refer to the design of BTM and transponder wires), powered by the vehicle, and the transmitted data can come from the corresponding train control vehicle-mounted equipment or be stored in the vehicle-mounted transponder transmitting device, transmitting downlink transponder data, which can realize the function of a vehicle-mounted passive transponder.

[0010] The A interface in the new transponder system can adopt a near-field / short-range communication method, which can transfer energy between vehicle-mounted and ground equipment to activate the vehicle-mounted passive transponder and the ground passive transponder, thereby sending pre-stored uplink transponder messages and downlink transponder messages. The communication technology can adopt radio frequency, ultrasonic, optical and other methods.

[0011] The following explanation uses the A interface with radio frequency technology.

[0012] The carrier frequency for the uplink transponder data and uplink energy wave of interface A can be 27MHz, and the carrier frequency for the downlink transponder data and downlink energy wave of interface A can be 4.2MHz. Alternatively, the uplink carrier frequency can be configured to be N times the downlink carrier frequency, enabling the internal operating frequency of the vehicle-mounted passive transponder to be obtained by frequency division of the uplink carrier frequency. To ensure compatibility with existing transponder operating modes, the frequency of the uplink energy wave of interface A can be adjusted to N times the downlink energy wave frequency of 27MHz. The uplink transponder data carrier frequency can be 4.2MHz, and the downlink transponder data carrier frequency can be 27MHz, enabling the internal operating frequency of the vehicle-mounted passive transponder to be obtained by frequency division of the uplink energy wave carrier frequency.

[0013] The ground query transponder device and the ground two-way communication transponder can be designed so that the uplink energy wave frequency of the A interface is different from the carrier frequency of the uplink data link; the ground query transponder device and the ground two-way communication transponder can directly receive downlink transponder data sent by the vehicle-mounted transponder transmitting device.

[0014] Downlink transponder data may include the onboard transponder device number, train number, locomotive number, train start and end markers, train integrity status, time, train operation mode, train speed, and device status information. Downlink transponder data message updates can be completed when the train is a certain distance away from the transponder / transponder group, and no message update is performed when passing the transponder. Downlink transponder data messages may be fixed information and do not need to be modified during train operation.

[0015] The ground-based transponder device is capable of outputting an uplink default transponder message when the LEU fails; the onboard transponder transmitter is capable of sending a downlink default message when communication with the onboard vehicle control equipment is lost; therefore, through the default message, the onboard vehicle control equipment and the ground control equipment can identify the equipment failure and prompt for handling, and can continue to achieve train positioning.

[0016] In the event of power failure, onboard host failure, disconnection from onboard train control equipment, or inactive status, the onboard transceiver transceiver / onboard transceiver transmitter can be downgraded to an onboard passive transceiver. This allows ground train control equipment to continue locating and tracking the rescued train, including checking train block section occupancy and track occupancy, and checking train integrity.

[0017] After the LEU loses communication with the ground train control center, the corresponding ground two-way communication transponder can be downgraded to the ground active transponder mode to send uplink transponder default messages; in cases where the ground two-way communication transponder loses communication with the LEU, it can be downgraded to the active or passive transponder mode to send uplink transponder default messages; it can continue to provide positioning and fault identification to the vehicle transponder equipment.

[0018] Uplink messages also contain information such as mobility authorization and routes, and have a certain timeliness. The timeliness of the data can be ensured by adding time information or receiving object identification information. Downlink messages contain train number, which can be used to determine the timeliness of the message.

[0019] Along the line, bidirectional communication transponders or ground transponder query devices can be deployed individually or in groups according to traffic volume and train density. LEUs can be rationally arranged to flexibly divide the section into equivalent block sections. Bidirectional communication transponders or ground transponder query devices can be rationally deployed at station entrances, exits, and on each track for station positioning, track occupancy identification, and track zoning. This enables train positioning, occupancy checks, and integrity checks. Onboard transponder transceivers, passive transponders, or transponder transmitters can be configured at the head and tail of the train. The tail of the train may require monitoring of train integrity and length by the vehicle itself, as in the CBTC system, and wireless transmission to ground train control equipment, depending on the train integrity check methods. Ground train control equipment can acquire downlink transponder data, train head and tail positions, and signal integrity status to achieve train head and tail positioning, train occupancy and integrity checks, and track occupancy identification.

[0020] Onboard equipment can obtain train positioning, train direction of travel, forward and reverse track data, and track identification within stations through the new transponder system. Ground equipment can obtain train positioning and direction of travel, train number identification, and forward and reverse block section occupancy identification through the new transponder system, thereby achieving efficient and flexible automatic block section control for forward and reverse trains and improving single-track and reverse transportation efficiency.

[0021] Shunting vehicles, locomotives, and railcars can use the above methods to achieve positioning and direction of operation identification, automatic block zoning control in the forward and reverse directions, track occupancy checks, and vehicle-to-ground communication.

[0022] Vehicles / locomotives can be equipped with multiple sets of onboard transceiver systems to achieve redundancy, such as two or more sets of onboard transceiver transceivers, or two or more sets of onboard passive transceivers / onboard transceiver transmitters, or a combination of onboard transceivers, onboard passive transceivers, and onboard transceiver transmitters. When locomotives / train sets / vehicles use a redundant combination of onboard transceivers, onboard passive transceivers, and onboard transceiver transmitters, in the event of onboard equipment failure, power outage, or the train set being inactive, the onboard transceiver transmitter (without power failure) can continue to provide default downlink transceiver data. The onboard passive transceiver can be activated by ground equipment to continue providing default downlink transceiver data. The ground equipment can perform train positioning, occupancy checks, and train integrity checks.

[0023] The combination of new transponder system equipment enables two-way communication between train and ground, flexible block section division, and track zoning within stations. Onboard equipment can perform train head and tail positioning or calibration, track identification, train integrity checks, and achieve precise stopping and departure alignment, track action prompts (such as excessive equality). Ground equipment can acquire train head and tail positioning, track identification, train occupancy and integrity checks, train speed and train direction identification, vehicle and tail vehicle status monitoring, and locomotive and rolling stock information management (similar to electronic markers). The system features a transponder function that enables over-phase alerts, vehicle-to-ground linkage (such as platform screen doors and train doors), and signal light interlocking control. It retains existing transponder functions and can be used for train / shunting / railcar operation control, unmanned station control, and automatic train operation. The functions achieved through the new transponder system can be used for train or locomotive or shunting or railcar operation control and support fully automatic train operation in many scenarios, including conventional railways, low-density railways, passenger dedicated lines, urban rail transit, intercity railways, urban rail transit, monorail systems, suspended train systems, maglev, shunting, railcars, factories and mines, and underground railcars.

[0024] The communication frequency of a vehicle number identification system or a locomotive and rolling stock information management system implemented independently using a novel transponder system may differ from the communication frequency of the novel transponder system in the signaling system.

[0025] In the vehicle-to-ground communication system composed of the new transponder system, other wireless communication methods such as Beidou short message and / or power line carrier communication (in the presence of traction power supply network or third rail power supply) can be used as a supplement to the continuous two-way vehicle-to-ground communication. This can be used for vehicle-to-ground transmission of emergency events and real-time response, and as a redundant communication channel for critical data.

[0026] The beneficial effects of this invention are as follows: This invention belongs to the field of rail transit. The combination of vehicle-mounted and ground equipment in the novel transponder system realizes multiple functions. It integrates power line carrier communication to supplement the vehicle-to-ground continuous real-time communication. It can be applied to various train operation control scenarios and vehicle information management. It can simplify equipment types, reduce construction costs and maintenance workload, while improving transportation efficiency and safety. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the downlink system for the power supply version of the vehicle-mounted transponder and ground equipment. Figure 2 This is a schematic diagram of the downlink system for a variable data version vehicle-mounted transponder and ground equipment.

[0028] In the diagram: 1—Ground transponder query device / Ground two-way communication transponder, 2—Onboard transponder transmitting device, 21—Onboard transponder transmitting device antenna, 22—Onboard transponder transmitting device host, 3—LEU, 4—Transponder message reading and writing tool, 5—Ground control equipment, 6—Train control onboard system / train tail equipment, 7—Power supply version onboard transponder transmitting device.

[0029] In the diagram: A2 - Interface for transmitting downlink transponder messages from the antenna unit to the transponder; A4 - Interface for transmitting radio frequency energy from the antenna unit to the ground transponder; A6 - Transponder message read / write tool; C1 - Interface for transmitting uplink transponder messages from the LEU to the transponder; C2 - Interface for transmitting downlink transponder messages from the transponder to the LEU; C6 - Interface for the LEU to supply power to the transponder; S - Communication interface for bidirectional data and status exchange between the ground control equipment and the LEU; B - Communication interface for bidirectional data exchange between the train control onboard system or tail-end equipment and the onboard transponder transmitting device host. Implementation

[0030] The present invention will be further described below with reference to specific embodiments and accompanying drawings: The overall data link function of the vehicle-mounted transponder transmitting device of the present invention is as follows: Figure 1 and Figure 2 As shown: including ground transponder query device / ground two-way communication transponder 1, vehicle-mounted transponder transmitting devices 2 and 7, LEU device 3, transponder message reading and writing tool 4, ground control equipment 5.

[0031] The new transponder system also includes a vehicle-mounted transponder transmitter. The combination of equipment in the new transponder system is determined by the site conditions, and multiple functions can be achieved and it can be applied to different scenarios through the combination of equipment in the new transponder system.

[0032] Existing vehicle-mounted transponder query devices, ground-based active transponders, ground-based passive transponders, LEU reference standard SUBSET-036, and existing designs.

[0033] Vehicle-mounted transceiver transceiver, vehicle-mounted passive transceiver, ground two-way communication transceiver, modified ground passive transceiver, LEU design of the module refers to patents CN202211608887.3, CN202211216276.4, CN202211114178.x, CN202210984166.6, CN202111035613.5, and standard SUBSET-036.

[0034] The vehicle-mounted transponder transmitting device can be composed of a vehicle-powered passive transponder (refer to the design of a vehicle-mounted passive transponder), and the transmitted data is stored in the vehicle-mounted transponder transmitting device; or the vehicle-mounted transponder transmitting device can be composed of a vehicle-mounted transponder transmitting device host + antenna (refer to the design of BTM and transponder wires), powered by the vehicle, and the transmitted data can come from the corresponding train control vehicle-mounted equipment or be stored in the vehicle-mounted transponder transmitting device, transmitting downlink transponder data, which can realize the function of a vehicle-mounted passive transponder.

[0035] The A interface in the new transponder system can adopt a near-field / short-range communication method, which can transfer energy between vehicle-mounted and ground equipment to activate the vehicle-mounted passive transponder and the ground passive transponder, thereby sending pre-stored uplink transponder messages and downlink transponder messages. The communication technology can adopt radio frequency, ultrasonic, optical and other methods.

[0036] The following explanation uses the A interface with radio frequency technology.

[0037] The carrier frequency for the uplink transponder data and uplink energy wave of interface A can be 27MHz, and the carrier frequency for the downlink transponder data and downlink energy wave of interface A can be 4.2MHz. Alternatively, the uplink carrier frequency can be configured to be N times the downlink carrier frequency, enabling the internal operating frequency of the vehicle-mounted passive transponder to be obtained by frequency division of the uplink carrier frequency. To ensure compatibility with existing transponder operating modes, the frequency of the uplink energy wave of interface A can be adjusted to N times the downlink energy wave frequency of 27MHz. The uplink transponder data carrier frequency can be 4.2MHz, and the downlink transponder data carrier frequency can be 27MHz, enabling the internal operating frequency of the vehicle-mounted passive transponder to be obtained by frequency division of the uplink energy wave carrier frequency.

[0038] The ground query transponder device and the ground two-way communication transponder can be designed so that the uplink energy wave frequency of the A interface is different from the carrier frequency of the uplink data link; the ground query transponder device and the ground two-way communication transponder can directly receive downlink transponder data sent by the vehicle-mounted transponder transmitting device.

[0039] Downlink transponder data may include onboard transponder device number, train number, locomotive number, vehicle number, train start and end markers, train integrity status, time, train operation mode, train speed, vehicle and equipment status information, etc.; the default downlink transponder data may include train number / locomotive number, vehicle number, train start and end markers or intermediate vehicles (for vehicle information management), etc.; downlink transponder data message updates can be completed when the train is a certain distance away from this transponder / transponder group, and no message update is performed when passing this transponder; downlink transponder data messages can be fixed information and do not need to be modified during train operation.

[0040] The ground-based transponder device is capable of outputting an uplink default transponder message in the event of an LEU failure; the vehicle-mounted transponder transmitter is capable of sending a downlink default message when communication with the vehicle control equipment is lost.

[0041] Therefore, through the default message, the vehicle control equipment and the ground control equipment can identify equipment faults and prompt for handling.

[0042] In the event of power failure, onboard host failure, disconnection from onboard train control equipment, or inactive status, the onboard transceiver transceiver / onboard transceiver transmitter can be downgraded to an onboard passive transceiver. This allows ground train control equipment to continue locating and tracking the rescued train, including checking train block section occupancy and track occupancy, and checking train integrity.

[0043] Along the line, bidirectional communication transponders or ground transponder query devices can be deployed individually or in groups according to traffic volume and train density. LEUs can be rationally arranged to flexibly divide the section into equivalent block sections. Bidirectional communication transponders or ground transponder query devices can be rationally deployed at station entrances, exits, and on each track for train positioning, track occupancy identification, and track zoning. This enables train positioning, occupancy checks, and integrity checks. Onboard transponder transceivers, passive transponders, or transponder transmitters can be configured at the head and tail of the train. The tail of the train may require monitoring of train integrity and length by the vehicle itself, as in the CBTC system, and wireless transmission to ground train control equipment, depending on the train integrity check methods. Ground train control equipment can obtain downlink transponder data and the ground transponder numbers passed by the train, thereby obtaining the head and tail positions of the train, signal integrity status, etc., to achieve train head and tail positioning, train occupancy and integrity checks, and track occupancy identification.

[0044] Onboard equipment can obtain train positioning, train direction of travel, forward and reverse track data, and track identification within stations through the new transponder system. Ground equipment can obtain train positioning and direction of travel, train number identification, forward and reverse block section occupancy identification, and track occupancy identification within stations through the new transponder system, thereby achieving efficient and flexible automatic block section control for forward and reverse trains and improving single-track and reverse transportation efficiency.

[0045] Shunting vehicles, locomotives, and railcars can use the above methods to achieve positioning and direction of operation identification, automatic block zoning control in the forward and reverse directions, track occupancy checks, and vehicle-to-ground communication.

[0046] Vehicles / locomotives can be equipped with multiple sets of onboard transceiver systems to achieve redundancy, such as two or more sets of onboard transceiver transceivers, or two or more sets of onboard passive transceivers / onboard transceiver transmitters, or a combination of onboard transceivers, onboard passive transceivers, and onboard transceiver transmitters. When locomotives / train sets / vehicles use a redundant combination of onboard transceivers, onboard passive transceivers, and onboard transceiver transmitters, in the event of onboard equipment failure, power outage, or the train set being inactive, the onboard transceiver transmitter (without power failure) can continue to provide default downlink transceiver data. The onboard passive transceiver can be activated by ground equipment to continue providing default downlink transceiver data. The ground equipment can perform train positioning, occupancy checks, and train integrity checks.

[0047] The combination of new transponder system equipment enables two-way communication between train and ground, flexible block zoning, and track zoning within stations. Onboard equipment can perform train head and tail positioning or positioning calibration, track identification, and train integrity checks. Ground equipment can acquire train head and tail positioning, track identification, train occupancy, and integrity checks. Ground equipment can acquire train speed and identify train direction of travel, monitor vehicle and tail vehicle status, manage locomotive and rolling stock information (similar to electronic tag function), identify train number, provide phase transition warnings, enable train-ground linkage such as platform screen door and train door linkage, and implement signal light interlocking control. It retains existing transponder functions and can be used for train / shunting / railcar operation control, unmanned station control, and automatic train operation. The functions achieved by the new transponder system can be used for train or locomotive or shunting or railcar operation control and support fully automatic operation in many scenarios such as conventional railways, low-density railways, passenger dedicated lines, urban rail transit, intercity railways, urban rail transit, monorail systems, suspended train systems, maglev, shunting, railcars, factories and mines, and underground railcars, enabling interconnection and interoperability between subway lines.

[0048] The communication frequency of a vehicle number identification system or a locomotive and rolling stock information management system implemented independently using a novel transponder system may differ from the communication frequency of the novel transponder system in the signaling system.

[0049] In the vehicle-to-ground two-way point communication system composed of the new transponder system, other wireless communication methods such as Beidou short message and / or power line carrier communication (in the presence of traction power supply network or third rail power supply) can be used as a supplement to the continuous two-way vehicle-to-ground communication for transmitting emergency events and real-time responses, and as a redundant communication channel for critical data.

[0050] The beneficial effects of this invention are as follows: it proposes a combination of vehicle-mounted and ground equipment based on a novel transponder system to achieve multiple functions, integrates power line carrier communication to make up for the shortcomings of point communication, can be applied to various train operation control scenarios, vehicle information management and real-time interaction between vehicle and ground, can simplify equipment types, reduce construction costs and maintenance workload, is compatible with multiple train control systems to achieve interconnection, and at the same time improves transportation efficiency and safety.

[0051] The above embodiments are for illustrative purposes only and are not intended to limit the invention. Those skilled in the art can make various changes or modifications without departing from the spirit and scope of the invention. Therefore, all equivalent technical solutions should also fall within the protection scope of the invention, which should be defined by the claims.

Claims

1. A novel transponder device and a method and apparatus for achieving multi-functionality in power line carrier communication, characterized in that: The new transponder system also includes a vehicle-mounted transponder transmitting device. The A interface in the new transponder system can adopt a near-field / short-range communication method, which can transfer energy between the vehicle-mounted and ground equipment in the new transponder system to activate the vehicle-mounted passive transponder and the ground passive transponder, thereby sending pre-stored uplink transponder messages and downlink transponder messages. The A interface communication can adopt radio frequency, ultrasonic, optical and other methods. Ground-based train control equipment can obtain the train or onboard equipment number and the train passing ground transponder equipment number through downlink transponder messages, thereby realizing train identification and train head and tail positioning, and further enabling train occupancy and integrity checks, track occupancy checks, etc. The ground query transponder device and the ground two-way communication transponder can directly receive downlink transponder data sent by the vehicle-mounted transponder transmitting device.

2. The novel transponder system according to claim 1 achieves multiple functions, characterized in that: If the A interface of the new transponder system adopts radio frequency communication: the carrier frequency and baseband signal rate, modulation and demodulation and encoding and decoding methods can be different from the existing methods, and the uplink or downlink energy wave frequency can be consistent with the carrier frequency of the uplink or downlink transponder data; The carrier frequency for the uplink transponder data and uplink energy wave of the A interface can be 27MHz, and the carrier frequency for the downlink transponder data and downlink energy wave of the A interface can be 4.2MHz. Alternatively, the uplink carrier frequency can be set higher than the downlink carrier frequency, which allows the internal operating frequency of the vehicle-mounted passive transponder to be obtained by frequency division of the uplink carrier frequency. To ensure compatibility with existing transponder operating modes, the frequency setting of the uplink energy wave on interface A can be consistent with or inconsistent with the uplink transponder data carrier frequency. The vehicle-mounted passive transponder can generate the carrier frequency required for downlink data and energy waves through technologies such as phase-locked loops and frequency dividers. The uplink transponder data carrier frequency is 4.2MHz, and the downlink transponder data carrier frequency and downlink energy wave frequency are 27MHz. The ground query transponder device and the ground two-way communication transponder can be designed so that the uplink energy wave frequency of the A interface is different from the carrier frequency of the uplink data link.

3. A novel transponder device and a method and apparatus for achieving multi-functionality in power line carrier communication, characterized in that: Along the line section, ground two-way communication transponders or ground transponder query devices can be deployed individually or in groups according to the traffic volume and train density. The modified LEUs can be reasonably arranged to divide the section into equivalent block sections with reasonable spacing. Two-way communication transponders or ground transponder query devices can be reasonably arranged at the station entrances, exits and each track, which can be used for train positioning, track occupancy identification and track zoning within the station. To achieve train positioning, occupancy check and integrity check, the train can be equipped with onboard transceiver transceivers, onboard passive transceivers or onboard transceiver transmitters at the front and rear. Ground train control equipment can acquire downlink transponder data and ground transponder numbers passed by the train, thereby identifying the train and obtaining the head and tail positions of the train, realizing train head and tail positioning, speed measurement, running direction, train occupancy and integrity checks, track occupancy identification, etc. The onboard train control equipment can acquire uplink transponder data to realize train positioning, running direction identification, track occupancy, train operation permits, routes, speed limit information, etc.

4. The method and apparatus for realizing multifunctionality of the novel transponder device according to claims 1 and 3, characterized in that: Onboard equipment can obtain train positioning, train direction of travel, forward and reverse track data, and track identification within stations through the new transponder system. Ground equipment can obtain train positioning and direction of travel, train number identification, forward and reverse block section occupancy identification, and track occupancy identification within stations through the new transponder system, thereby achieving efficient and flexible automatic block section control for forward and reverse trains and improving single-track and reverse transportation efficiency.

5. A novel transponder device and a method and apparatus for achieving multi-functionality in power line carrier communication, characterized in that: Shunting vehicles, locomotives, and railcars can use new transponder systems to achieve positioning and direction of travel identification, speed measurement, automatic block zoning control in both forward and reverse directions, reciprocating operation control on each track within the station, track occupancy inspection, vehicle-to-ground communication, and onboard equipment to obtain information such as movement authorization and speed limits, thereby achieving efficient operation control and automatic driving.

6. A novel transponder device and a method and apparatus for achieving multi-functionality in power line carrier communication, characterized in that: Vehicles / locomotives can be equipped with multiple sets of onboard transceiver systems to achieve redundancy, such as two or more sets of onboard transceiver transceivers, or two or more sets of onboard passive transceivers / onboard transceiver transmitters, or a combination of onboard transceiver transceivers, onboard passive transceivers, and onboard transceiver transmitters. When locomotives / train sets / vehicles adopt a redundant combination of onboard transceiver transceivers, onboard passive transceivers, and onboard transceiver transmitters, in the event of onboard equipment failure, power outage, or inactivity, the onboard transceiver transmitter can continue to provide default downlink transceiver data when there is no power outage. The onboard passive transceiver can be activated by ground equipment to continue providing default downlink transceiver data. The ground equipment can perform train positioning and speed measurement, train occupancy checks and train integrity checks, track occupancy checks, etc. In the event of power failure, onboard host failure, disconnection from onboard train control equipment, or inactive status, the vehicle transceiver transceiver / vehicle transceiver transmitting device can degrade to the onboard passive transceiver mode and send downlink default messages. This can be used by ground train control equipment to continue train positioning, checking train block section occupancy and track occupancy, and checking train integrity. It can also continue to locate and track the rescued train. After the LEU loses communication with the ground train control center, the corresponding ground two-way communication transponder can be downgraded to the ground active transponder mode to send the uplink transponder default message; in cases where the ground two-way communication transponder loses communication with the LEU, it can be downgraded to the active or passive transponder mode to send the uplink transponder default message; it can be used for on-board equipment to continue positioning.

7. A novel transponder device and a method and apparatus for achieving multi-functionality in power line carrier communication, characterized in that: The combination of new transponder system equipment enables vehicle-to-ground communication, flexible block section division, and track zoning within stations. Onboard equipment can achieve train and tail positioning, track identification and train integrity checks, train operation permits and speed limits, as well as precise stopping and departure alignment, and track operation prompts. Ground equipment can acquire train codes, locate the head and tail of the train, identify track occupancy, and perform train occupancy and integrity checks. Ground equipment can acquire train speed and identify train direction, monitor vehicle and tail vehicle status, manage locomotive and rolling stock information, and identify train numbers. Phase-separated prompts enable vehicle-to-ground linkage, such as platform doors and train doors, and signal light interlocking control. Retaining existing transponder functions, it can be used for train / shunting / railcar operation control, unmanned station control, and automatic train operation. The functions achieved through the new transponder system can be used for train or locomotive or shunting or railcar operation control, hump control system, and support for fully automatic driving in many scenarios such as conventional railways, low-density railways, passenger dedicated lines, urban rail, intercity railways, urban rail systems, monorail systems, suspended train systems, maglev, shunting, railcars, factories and mines, and underground railcars. It also supports the interconnection of subway lines.

8. The method and apparatus for realizing multifunctionality of the novel transponder device according to claim 7, characterized in that: The communication frequency of a vehicle number identification system or a locomotive and rolling stock information management system implemented using a new transponder system can be different from the communication frequency of the new transponder system used in the train control system.

9. The novel transponder device and the method and apparatus for realizing multifunctionality of power line carrier communication according to claim 7, characterized in that: In vehicle-to-ground communication systems composed of new transponder systems, other wireless communication methods such as BeiDou short message service and / or power line carrier communication can be used as a supplement to continuous two-way vehicle-to-ground communication for transmitting emergency events and real-time responses, or as redundant communication channels for critical data.

10. The novel transponder device and the method and apparatus for realizing multifunctionality of power line carrier communication according to claims 1, 5, and 6, characterized in that: Downlink transponder data may also include onboard transponder device number, vehicle number, vehicle and device status information, etc. Downlink transponder default message may also include vehicle number, train start and end markers or intermediate vehicle markers, etc. Downlink transponder data message updates can be completed at a certain distance between the train and the transponder / transponder group. No message update is performed when the train passes the transponder. Downlink transponder data message can be fixed information and does not need to be modified during train operation. The uplink transponder message can be set with a default message and a default message. When the LEU loses communication with the ground train control center, it sends an uplink transponder default message, which includes the transponder number and status information; when the ground transponder loses communication with the LEU, it sends an uplink transponder default message, which includes the transponder number and other information. By using default or default messages, the onboard train control equipment and the ground train control equipment can identify equipment faults and prompt for handling, and can still be used for train positioning; Uplink messages also contain information such as mobility authorization and routes, and have a certain timeliness. The timeliness of the data can be ensured by adding time information or receiving object identification information. Downlink messages contain train number, which can be used to determine the timeliness of the message.

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