Test System Based on Train Onboard Transponder Transmission Module

Abstract

This invention discloses a test system based on the transmission module of an onboard transponder for high-speed trains in the field of railway communication technology. The system includes an electronic tag installed on the high-speed train for storing train information; a receiving unit comprising an onboard BTM antenna for receiving radiated signals emitted by the train during operation and recording the magnetic field energy of the radiated signals; a locomotive identification unit for automatic identification of the train; a BTM electromagnetic interference source location unit for calculating the location of interference sources on the train based on the magnetic field energy received by the receiving unit and Biosava's law; and a data terminal for receiving, storing, and querying test data of the interference sources. This invention utilizes the magnetic field energy received by the BTM antenna and Biosava's law to locate the interference source with only one train run, reducing energy, time, and manpower consumption required for train runs and saving investigation costs.

Description

Technical Field

[0001] This invention belongs to the field of railway communication technology, specifically a test system based on the onboard transponder transmission module of a high-speed train. Background Technology

[0002] The Balise Transmisson Module (BTM) is a core component ensuring the safe operation of high-speed trains and an important part of the train's onboard control system. However, the BTM is susceptible to external electromagnetic interference, which can prevent it from receiving train control information from the ground transponder, causing the entire onboard control system to malfunction and ultimately leading to train stoppage, seriously threatening train operation efficiency and safety. Therefore, it is necessary to test and locate the interference signals.

[0003] While existing technologies for monitoring the degree of signal interference to BTM antennas during train operation are becoming increasingly mature, the location monitoring of interference signals is still underdeveloped. To achieve the location detection of interference signals, Chinese Patent Publication No. CN113067650A discloses a BTM signal and interference analysis and processing device, including a data acquisition unit and a processing box. The data acquisition unit can use different signal coupling probes to acquire environmental interference signals and link signals of the BTM. The processing box performs frequency domain and time domain analysis on the acquired signals, and can analyze and process environmental interference signals as well as general signals with frequency characteristics of 2-6MHz. The analysis and processing device can be used as a portable device to detect and troubleshoot environmental interference of the onboard transponder transmission module, and can also be installed on the train to monitor the link signals of the onboard transponder transmission module in real time.

[0004] The signal analysis and processing device proposed in this patent analyzes the signal in both the frequency and time domains to determine the interference section. However, this technology often requires multiple train runs to determine the interference section, increasing the investigation cost. Therefore, in order to directly locate the interference source and reduce the number of train runs, thereby reducing the investigation cost, we propose a test system based on the onboard transponder transmission module of a high-speed train. Summary of the Invention

[0005] To address the aforementioned problems, the present invention aims to provide a testing system based on the onboard transponder transmission module of a high-speed train, which can directly locate the source of interference, thereby reducing the number of train trips and the cost of troubleshooting.

[0006] To achieve the above objectives, the technical solution of the present invention is as follows: a test system based on the onboard transponder transmission module of a high-speed train, comprising:

[0007] Electronic tags, installed on high-speed trains, are used to store train information.

[0008] The receiving unit includes a train-mounted BTM antenna, which consists of a first BTM antenna and a second BTM antenna. It is used to receive the radiated signals emitted by the train during operation and to record the magnetic field energy of the received radiated signals.

[0009] The locomotive identification unit is used to connect to the electronic tag via radio frequency, read the train information stored in the electronic tag, and realize the automatic identification of the train.

[0010] The BTM electromagnetic interference source location unit is used to calculate the location of the interference source on the EMU train based on the magnetic field energy received by the receiving unit and Biosava's law.

[0011] A data terminal is used to receive, store, and query test data from interference sources.

[0012] Furthermore, the train information stored in the electronic tags includes the train model, car number, and vehicle end.

[0013] Furthermore, the onboard BTM antenna of the EMU includes three combinations: a combination of the EMU's backup antenna on the operation control side and the backup antenna on the non-operation control side, a combination of the EMU's backup antenna on the operation control side and the main antenna on the non-operation control side, and a combination of the EMU's backup antenna on the non-operation control side and the main antenna on the non-operation control side.

[0014] Furthermore, the locomotive identification unit includes an RFID reader.

[0015] Furthermore, the BTM electromagnetic interference source localization unit determines the location of the interference source as follows: The installation location of the first BTM antenna is defined as the first observation point, with the magnetic field energy at the first observation point being B1. The installation location of the second BTM antenna is defined as the second observation point, with the magnetic field energy at the second observation point being B2. According to Biosava's law, the relationship between B1 at the first observation point and B2 at the second observation point is as follows:

[0016]

[0017]

[0018]

[0019] d = d1 + d2…………(4)

[0020] Where d is the distance between the first observation point and the second observation point, θ1 is the angle between the first observation point and the interference source, r1 is the distance between the first observation point and the interference source, d1 is the projection distance of r1 onto the train, θ2 is the angle between the second observation point and the interference source, r2 is the distance between the second observation point and the interference source, and d2 is the projection distance of the second observation point r2 onto the train.

[0021] The location of the interference source is determined by the changes in the angle between the first observation point B1, the second observation point B2, and the interference source as it changes with the angle between the first and second observation points.

[0022] Furthermore, the BTM electromagnetic interference source location unit determines the location of the interference source by including whether the interference source is located on the EMU or in the EMU's operating environment.

[0023] Furthermore, when the interference source is located on the high-speed train, the location of the interference source is determined as follows:

[0024] When the interference source is located on the EMU, the position of the interference source does not change with the movement of the EMU. At this time, r1 = d1, r2 = d2, and θ1 and θ2 are both 0. According to the transformation of (1)-(4), we can obtain:

[0025]

[0026] Substituting the magnetic field energy of the first BTM antenna and the second BTM antenna received by the BTM electromagnetic interference source localization unit, as well as the distance between the first BTM antenna and the second BTM antenna, into (5), the position r1 of the interference source from the first BTM antenna is obtained:

[0027]

[0028] Furthermore, when the interference source is located in the operating environment of the high-speed train, the location of the interference source is determined as follows:

[0029] When the interference source is located in the operating environment of the high-speed train, the relative position of the interference source changes with the movement of the high-speed train. At this time, θ1 and θ2 are negatively correlated; as θ1 gradually decreases, θ2 gradually increases.

[0030] When θ2 is 90° at time t, we can obtain the following from (1)-(4):

[0031] B1r1 2 -B2r2 2 =0……………(6)

[0032] B1(d 2 +r2 2 ) 2 -B2r2 2 =0…(7)

[0033] Substituting the magnetic field energy of the first BTM antenna and the second BTM antenna received by the BTM electromagnetic interference source localization unit, as well as the distance between the first BTM antenna and the second BTM antenna, into (7), the position r2 of the interference source from the second BTM antenna is obtained:

[0034]

[0035] The location of the interference source can be determined based on the train's running position at time t and r2.

[0036] The above solution achieved the following beneficial effects:

[0037] 1. This solution is based on electromagnetic field theory analysis. It uses the magnetic field energy received by the BTM antenna and Biosava's law to calculate the location of the interference source. Compared with the existing technology that requires multiple train runs to determine the interference source section, the test system proposed in this solution can locate the interference source location with only one train run. Moreover, compared with the interference source section calculated by the existing technology, the interference source location range calculated by this solution is more accurate, which improves the accuracy of interference source location, reduces the energy consumption, time consumption and manpower consumption required for train runs, and saves investigation costs.

[0038] 2. This solution uses a variety of onboard BTM antenna combinations for EMUs, which can meet the interference source investigation needs of different EMU models equipped with BTM equipment. Furthermore, this solution does not change the train body structure or add external equipment to the train body, thus ensuring the safe operation of the EMU train. Attached Figure Description

[0039] Figure 1 This is a schematic diagram of the test system according to an embodiment of the present invention.

[0040] Figure 2 This is a simulation diagram illustrating how the BTM electromagnetic interference source localization unit of the test system in this embodiment of the invention determines the location of the interference source.

[0041] Figure 3 This is a schematic diagram showing the location of the onboard BTM antenna of the test system in an embodiment of the present invention. Detailed Implementation

[0042] The following detailed description illustrates the specific implementation method:

[0043] The basic implementation examples are as follows: Figures 1-3 As shown:

[0044] A test system based on the onboard transponder transmission module of a high-speed train includes:

[0045] Electronic tags, installed on the EMU (Electric Multiple Unit), are used to store EMU train information, including the train type, car number, and end of the train.

[0046] The receiving unit includes a train-mounted BTM antenna, which consists of a first BTM antenna and a second BTM antenna. It is used to receive the radiated signals emitted by the train during operation and record the magnetic field energy of the received radiated signals. The train-mounted BTM antenna includes three combinations: a combination of a backup antenna on the train's operation control side and a backup antenna on the non-operation control side; a combination of a backup antenna on the train's operation control side and a main antenna on the non-operation control side; and a combination of a backup antenna on the non-operation control side and a main antenna on the non-operation control side.

[0047] The locomotive identification unit includes an RFID reader for radio frequency connection with electronic tags to read the train information stored in the electronic tags and realize automatic identification of the train.

[0048] The BTM electromagnetic interference source location unit is used to calculate the location of the interference source on the EMU train based on the magnetic field energy received by the receiving unit and Biosava's law.

[0049] A data terminal is used to receive, store, and query test data from interference sources.

[0050] The specific implementation process is as follows:

[0051] S1. Preparation before testing: Based on the type of EMU train, select the matching EMU on-board antenna from the combination of backup antenna on the EMU operation control side and backup antenna on the non-operation control side, the combination of backup antenna on the EMU operation control side and main antenna on the non-operation control side, and the combination of backup antenna on the EMU non-operation control side and main antenna on the non-operation control side, and determine and record the installation positions of the first BTM antenna and the second BTM antenna.

[0052] S2. Testing Phase: During the operation of the EMU train, the RFID reader in the locomotive identification unit connects with the electronic tag on the train via radio frequency to read the train information. When the train passes by the receiving unit, the unit receives the radiation signal emitted by the EMU train and records the magnetic field energy of the received radiation signal, which is then transmitted to the BTM electromagnetic interference source location unit for interference source location.

[0053] The BTM electromagnetic interference source localization unit determines the location of the interference source as follows: The installation position of the first BTM antenna is defined as the first observation point, and the magnetic field energy at the first observation point is denoted as B1. The installation position of the second BTM antenna is defined as the second observation point, and the magnetic field energy at the second observation point is denoted as B2. According to Biosava's law, the relationship between B1 at the first observation point and B2 at the second observation point is as follows:

[0054]

[0055]

[0056]

[0057] d = d1 + d2…………(4)

[0058] Where d is the distance between the first observation point and the second observation point, θ1 is the angle between the first observation point and the interference source, r1 is the distance between the first observation point and the interference source, d1 is the projection distance of r1 onto the train, θ2 is the angle between the second observation point and the interference source, r2 is the distance between the second observation point and the interference source, and d2 is the projection distance of the second observation point r2 onto the train.

[0059] The BTM electromagnetic interference source location unit determines the location of the interference source by including whether the interference source is located on the EMU or in the EMU's operating environment.

[0060] When the interference source is located on the high-speed train, the location of the interference source is determined as follows:

[0061] When the interference source is located on the EMU, the position of the interference source does not change with the movement of the EMU. At this time, r1 = d1, r2 = d2, and θ1 and θ2 are both 0. According to the transformation of (1)-(4), we can obtain:

[0062]

[0063] Substituting the magnetic field energy of the first BTM antenna and the second BTM antenna received by the BTM electromagnetic interference source localization unit, as well as the distance between the first BTM antenna and the second BTM antenna, into (5), the position r1 of the interference source from the first BTM antenna is obtained:

[0064]

[0065] When the interference source is located in the operating environment of the high-speed train, the location of the interference source is determined as follows:

[0066] When the interference source is located in the operating environment of the high-speed train, the relative position of the interference source changes with the movement of the high-speed train. At this time, θ1 and θ2 are negatively correlated; as θ1 gradually decreases, θ2 gradually increases.

[0067] When θ2 is 90° at time t, we can obtain the following from (1)-(4):

[0068] B1r1 2 -B2r2 2 =0……………(6)

[0069] B1(d 2 +r2 2 ) 2 -B2r2 2 =0…(7)

[0070] Substituting the magnetic field energy of the first BTM antenna and the second BTM antenna received by the BTM electromagnetic interference source localization unit, as well as the distance between the first BTM antenna and the second BTM antenna, into (7), the position r2 of the interference source from the second BTM antenna is obtained:

[0071]

[0072] The location of the interference source can be determined based on the train's running position at time t and r2.

[0073] S3. Data storage: The test data during the testing phase is transmitted to the data terminal for storage, and the staff performs maintenance based on the location of the interference source in the test data.

[0074] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0075] The above descriptions are merely embodiments of the present invention. Commonly known structures and characteristics of the solutions are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, under the guidance of this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A test system based on the onboard transponder transmission module of a high-speed train, characterized in that: include: Electronic tags, installed on high-speed trains, are used to store train information. The receiving unit includes a train-mounted BTM antenna, which consists of a first BTM antenna and a second BTM antenna. It is used to receive the radiated signals emitted by the train during operation and to record the magnetic field energy of the received radiated signals. The locomotive identification unit is used to connect to the electronic tag via radio frequency, read the train information stored in the electronic tag, and realize the automatic identification of the train. The BTM electromagnetic interference source location unit is used to calculate the location of the interference source on the EMU train based on the magnetic field energy received by the receiving unit and Biosava's law. A data terminal is used to receive, store, and query test data from interference sources. The BTM electromagnetic interference source localization unit determines the location of the interference source as follows: The installation position of the first BTM antenna is defined as the first observation point, and the magnetic field energy at the first observation point is denoted as B1. The installation position of the second BTM antenna is defined as the second observation point, and the magnetic field energy at the second observation point is denoted as B2. According to Biosava's law, the relationship between B1 at the first observation point and B2 at the second observation point is as follows: Where d is the distance between the first observation point and the second observation point, θ1 is the angle between the first observation point and the interference source, r1 is the distance between the first observation point and the interference source, d1 is the projection distance of r1 onto the train, θ2 is the angle between the second observation point and the interference source, r2 is the distance between the second observation point and the interference source, and d2 is the projection distance of the second observation point r2 onto the train. The location of the interference source is determined by the changes in the angle between the first observation point B1, the second observation point B2, and the interference source as it changes with the angle between the first and second observation points.

2. The test system based on the onboard transponder transmission module of a high-speed train according to claim 1, characterized in that: The train information stored in the electronic tags includes the train model, car number, and car end.

3. The test system based on the onboard transponder transmission module of a high-speed train according to claim 2, characterized in that: The onboard BTM antenna for EMUs includes three combinations: a combination of backup antenna on the EMU's operation control side and backup antenna on the non-operation control side; a combination of backup antenna on the EMU's operation control side and main antenna on the non-operation control side; and a combination of backup antenna on the non-operation control side and main antenna on the non-operation control side.

4. The test system based on the onboard transponder transmission module of a high-speed train according to claim 3, characterized in that: The locomotive identification unit includes an RFID reader.

5. The test system based on the onboard transponder transmission module of a high-speed train according to claim 4, characterized in that: The BTM electromagnetic interference source location unit determines the location of the interference source by including whether the interference source is located on the EMU or in the EMU's operating environment.

6. The test system based on the onboard transponder transmission module of a high-speed train according to claim 5, characterized in that: When the interference source is located on the high-speed train, the location of the interference source is determined as follows: When the interference source is located on the EMU (Electric Multiple Unit), the position of the interference source does not change with the movement of the EMU. Since θ1 and θ2 are both 0, we can obtain the following results from (1)-(4): Substituting the magnetic field energy of the first BTM antenna and the second BTM antenna received by the BTM electromagnetic interference source localization unit, as well as the distance between the first BTM antenna and the second BTM antenna, into (5), the position r1 of the interference source from the first BTM antenna is obtained: 。 7. The test system based on the onboard transponder transmission module of a high-speed train according to claim 6, characterized in that: When the interference source is located in the operating environment of the high-speed train, the location of the interference source is determined as follows: When the interference source is located in the operating environment of the high-speed train, the relative position of the interference source changes with the movement of the high-speed train. At this time, θ1 and θ2 are negatively correlated; as θ1 gradually decreases, θ2 gradually increases. When θ2 is 90° at time t, we can obtain the following from (1)-(4): Substituting the magnetic field energy of the first BTM antenna and the second BTM antenna received by the BTM electromagnetic interference source localization unit, as well as the distance between the first BTM antenna and the second BTM antenna, into (7), the position r2 of the interference source from the second BTM antenna is obtained: The location of the interference source can be determined based on the train's running position at time t and r2.

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