Methods for active transponder coding and control for fully automated boundary protection

Abstract

A method for encoding and controlling active transponders for boundary protection in fully automated operation includes: remotely setting the fully automated operation mode of the active encoder to be blocked via a dispatching and command system; automatically blocking the fully automated train after it passes and stops precisely, ensuring safe boarding for personnel on a single train; and allowing the driver to switch modes to other operating modes for a series of operational operations, improving work efficiency. This method enables flexible blocking and restoration of fully automated trains at trackside locations where manned and unmanned areas transition, without affecting the operation of other trains in the depot's throat area or parking and inspection depot. It also enables the active transponder to have a mode blocking function under fully automated operation lines, improving the utilization efficiency of the active transponder.

Description

Technical Field

[0001] This invention relates to the field of communications, and in particular to a method for encoding and controlling active transponders for fully automated boundary protection. Background Technology

[0002] In the industry, CBTC (Communication-Based Train Control) system transponders can be divided into passive transponders and active transponders based on whether their messages are variable. Passive transponders are also known as fixed transponders, while active transponders can be divided into main transponders and filler transponders. Fixed transponders have immutable messages, while the messages of main and filler transponders are variable. The main transponder is located at the signal, and the filler transponder is located outside the main transponder. The distance between the filler transponder and the main transponder should be such that the train does not need to slow down to receive the filler transponder message.

[0003] Passive transponders are mainly used for train position calibration. Active and filler transponders are used for train positioning and transmitting point-to-point movement authorization under point-based ATP control levels. In the absence of point-based ATP control levels, active and passive transponders may not be required. However, their utilization rate is low on fully automated lines or lines where the CBTC system is the main control level, and the boundary protection function of active transponders is not fully utilized.

[0004] Currently, fully automated operation technology for urban rail transit, while ensuring a series of operational processes such as train wake-up, hibernation, automatic departure from the depot, automatic operation, and automatic return to the depot, also needs to guarantee the safety of personnel working on the track and boarding trains. Since the trains are driverless, in many scenarios, it is impossible to assess and protect the safety of personnel working on the track. Therefore, the fully automated operation system needs to adopt certain technical measures, combined with operational management systems, to avoid personal safety risks caused by malfunctions of the fully automated trains. Current technology mainly uses personnel safety protection switches, driver-activated onboard control console keys, and remote downgrade commands issued from the center to restrict or change the train's operating status and mode. In some scenarios, this requires cooperation between central and on-site personnel, which is inefficient. Summary of the Invention

[0005] In view of the above problems, the present invention is proposed to provide a method for encoding and controlling an active transponder for fully automated boundary protection that overcomes or at least partially solves the above problems.

[0006] To address the aforementioned technical problems, the embodiments of this application disclose the following technical solutions:

[0007] A method for coding and controlling active transponders for fully automated boundary protection, comprising:

[0008] S100. The dispatching and command system exchanges information with the interlocking system, sending messages containing train dispatching information to the interlocking system;

[0009] The S200 interlocking system interacts with the ground electronic unit, forwarding messages containing train dispatching information to the ground electronic unit;

[0010] S300. The ground electronic unit interacts with the active transponder, and the ground electronic unit continuously sends messages containing train dispatching information to the active transponder;

[0011] S400. The active transponder encodes the message containing train dispatching information according to a preset rule to obtain the active transponder encoding information;

[0012] S500. When the train passes the active transponder, the onboard transponder antenna in the train's onboard equipment scans the active transponder, decodes the coded information of the active transponder, obtains the active transponder decoding information, and sends the active transponder decoding information to the train control system. The train control system then locks and restores the fully automatic operation mode of the fully automatic train, achieving the purpose of boundary protection for the fully automatic train.

[0013] Furthermore, in the S300, active transponders are installed on the track sleepers at the transition point between manned and unmanned areas.

[0014] Furthermore, in S400, the active transponder encodes messages containing train dispatch information according to preset rules. The preset rules are as follows: messages containing train dispatch information are encoded into five message types of information for the active transponder. The five message types include fixed messages, normal messages, transponder default messages, ground electronic unit default messages, and fully automatic driving mode default messages.

[0015] Furthermore, fixed messages are used to obtain train positioning information, and the variable values ​​in fixed messages represent specific mileage information.

[0016] Furthermore, the normal message is used to control the display of the signal indicator lights. A value of 0 indicates normal travel when the light is green, and a value of 1 indicates stopping when the light is red. When the variable in the normal message is the main transponder, it indicates the display status of the signal at the main transponder. When the variable in the normal message is the filler transponder, it indicates the status of the signal at the beginning of the filled route.

[0017] Furthermore, the transponder default message is used to indicate the communication status between the active transponder and the ground electronic unit. When the transponder default message variable is 0, it indicates that the communication status between the active transponder and the ground electronic unit is normal; when the transponder default message variable is 1, it indicates that the communication status between the active transponder and the ground electronic unit is abnormal.

[0018] Furthermore, the default message of the ground electronic unit is used to indicate the communication status between the ground electronic unit and the computer interlocking system. When the default message variable of the ground electronic unit is 0, it indicates that the communication status between the ground electronic unit and the computer interlocking system is normal. When the default message variable of the ground electronic unit is 1, it indicates that the communication status between the ground electronic unit and the computer interlocking system is abnormal.

[0019] Furthermore, the default message for fully automated driving mode is used to indicate the blocking and restoration information of fully automated operation mode. When the default message for fully automated driving mode is 0, it means that the fully automated operation mode has been restored and the train will operate in fully automated operation mode on subsequent routes. When the default message for fully automated driving mode is 1, it means that the fully automated operation mode has been blocked and the train will not operate in fully automated operation mode on subsequent routes.

[0020] The beneficial effects of the above-described technical solutions provided in the embodiments of the present invention include at least the following:

[0021] This invention discloses a method for encoding and controlling active transponders for boundary protection in fully automated operation. It remotely sets the fully automated operation mode of the active encoder through a dispatching and command system. When a train passes and stops precisely, the fully automated train is automatically blocked, ensuring safe boarding for personnel on a single train. Simultaneously, the driver can switch modes to utilize other operating modes for a series of operational operations, improving work efficiency. It enables flexible blocking and restoration of fully automated trains at trackside locations where manned and unmanned areas transition, without affecting the operation of other trains in the depot's throat area or parking and inspection depot. It also enables the active transponder to perform mode blocking under fully automated operation lines, improving the utilization efficiency of the active transponder.

[0022] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0023] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0024] Figure 1 This is a flowchart of an active transponder coding and control method for fully automatic boundary protection in Embodiment 1 of the present invention. Implementation

[0025] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0026] To address the problems existing in the prior art, embodiments of the present invention provide a method for encoding and controlling active transponders for fully automated boundary protection.

[0027] Example 1

[0028] This embodiment discloses a method for encoding and controlling active transponders for fully automated boundary protection, such as... Figure 1 ,include:

[0029] S100. The dispatching and command system exchanges information with the interlocking system, sending messages containing train dispatching information to the interlocking system;

[0030] Specifically, urban rail transit uses fully automated operation technology. Because the trains are driverless, it is impossible to assess and protect the safety of personnel working in the track area in many scenarios. Trains operate in fully automated mode, making it impossible to provide safety protection for personnel boarding at fixed boundaries such as manned-to-unmanned track transition points or train depot locations on fully automated lines. It also cannot provide safety protection for personnel boarding when the train's fully automated operation mode is restricted due to track abnormalities or malfunctions. For example, in situations such as alarms indicating the closure of air-raid shelter doors before station A, water level alarms in the section, temporary restoration of track clearance after encroachment, or train operation after foreign object removal, staff must board the train at station A to de-escalate and supervise train operation. The train must then disable fully automated operation mode at station A and establish a temporary manned-to-unmanned zone protection boundary. Therefore, when the train operates in fully automated mode and the above situations occur, the dispatching and command system can exchange information with the interlocking system in advance, sending a message containing train dispatching information to the interlocking system.

[0031] In this embodiment, the dispatching and command system can be set up in the station office or in the train command center. It sends messages containing train dispatching information to the interlocking system according to actual needs. The interlocking system is used to ensure the safety of locomotives, rolling stock and trains on the route, effectively utilize the station line, efficiently command train operation and shunting, improve the working conditions of train operation personnel, and use mechanical, electrical automatic control and remote control, computer and other technologies and equipment to make the signals, routes and switches on the routes within the station area mutually restrictive.

[0032] The S200 interlocking system interacts with the ground electronic unit, forwarding messages containing train dispatching information to the ground electronic unit;

[0033] Specifically, the ground electronic unit is a data acquisition and processing unit that connects to the train control center through a serial communication interface or other interfaces, periodically receives real-time changing messages or information sent by the train control center, and continuously sends messages to the active transponder.

[0034] S300. The ground electronic unit interacts with the active transponder, and the ground electronic unit continuously sends messages containing train dispatching information to the active transponder;

[0035] Transponder devices are used to transmit fixed and real-time variable information to the train control system, including basic track parameters, track speed, special positioning, train operation target data, temporary speed limits, and station routes. This fixed and real-time variable information enables communication between the ground and the train at specific locations. Transponders are divided into two types: active and passive, and their functions differ. It is a point-type device used for ground-to-train information transmission, primarily providing reliable fixed and variable ground information to the train control onboard equipment.

[0036] Active transponders are connected to the electronic unit LEU via cables and are used to transmit real-time changing information from the LEU. This information corresponds to the route arrangement of the station interlocking, the temporary speed limit server, or the temporary speed limit command issued by the CTC / TDCS. Passive transponders are used to transmit fixed data, such as track gradient, maximum permissible operating speed, track circuit parameters, and train control level conversion when set in a section.

[0037] In this embodiment, the active transponder is installed on the track sleeper at the transition point between the manned and unmanned areas. When a train passes the active transponder, a fully automated operation mode is activated to block both the manned and unmanned areas, thereby achieving boundary protection.

[0038] S400. The active transponder encodes the message containing train dispatching information according to a preset rule to obtain the active transponder encoding information;

[0039] Specifically, in this embodiment, the active transponder encodes messages containing train scheduling information according to preset rules. The preset rules are as follows: messages containing train scheduling information are encoded into five message types of information for the active transponder. The five message types include fixed messages, normal messages, transponder default messages, ground electronic unit default messages, and fully automated driving mode default messages.

[0040] Among them, fixed messages are used to obtain train positioning information, and the variable values ​​in fixed messages represent specific mileage information.

[0041] The normal message is used to control the display of the signal indicator lights. A value of 0 indicates that the green light means normal travel, and a value of 1 indicates that the red light means stop travel. When the variable in the normal message is the main transponder, it indicates the display status of the signal at the main transponder. When the variable in the normal message is the filler transponder, it indicates the status of the signal at the beginning of the filled route.

[0042] The transponder default message is used to indicate the communication status between the active transponder and the ground electronic unit. When the transponder default message variable is 0, it indicates that the communication status between the active transponder and the ground electronic unit is normal; when the transponder default message variable is 1, it indicates that the communication status between the active transponder and the ground electronic unit is abnormal.

[0043] The default message of the ground electronic unit is used to indicate the communication status between the ground electronic unit and the computer interlocking system. When the default message variable of the ground electronic unit is 0, it indicates that the communication status between the ground electronic unit and the computer interlocking system is normal. When the default message variable of the ground electronic unit is 1, it indicates that the communication status between the ground electronic unit and the computer interlocking system is abnormal.

[0044] The default message for fully automated driving mode is used to indicate whether the fully automated operation mode is locked or unlocked. When the default message for fully automated driving mode is 0, it means that the fully automated operation mode has been unlocked and the train will operate in the fully automated operation mode on subsequent routes. When the default message for fully automated driving mode is 1, it means that the fully automated operation mode is locked and the train will not operate in the fully automated operation mode on subsequent routes.

[0045] S500. When the train passes the active transponder, the onboard transponder antenna in the train's onboard equipment scans the active transponder, decodes the coded information of the active transponder, obtains the active transponder decoding information, and sends the active transponder decoding information to the train control system. The train control system then locks and restores the fully automatic operation mode of the fully automatic train, achieving the purpose of boundary protection for the fully automatic train.

[0046] Understandably, for example, when a train passes the active transponder, the onboard transponder antenna in the train's onboard equipment scans the active transponder, decodes the coded information of the active transponder, and after decoding, if the fixed message variable value is 20, the normal message is 0, the transponder default message is 0, the ground electronic unit default message is 0, and the fully automatic driving mode default message is 1, it indicates that the train's fixed mileage is 20, the signal is green, the communication status between the active transponder and the ground electronic unit is normal, the communication status between the ground electronic unit and the computer interlocking system is normal, and the train's fully automatic operation mode is blocked. At this time, the train's fully automatic operation mode can be canceled, achieving the purpose of controlling the train's operation.

[0047] This embodiment discloses a method for encoding and controlling active transponders for boundary protection in fully automated operation. It remotely sets the fully automated operation mode of the active encoder to be blocked via a dispatching and command system. When a train passes and stops precisely, the fully automated train is automatically blocked, ensuring safe boarding for personnel on a single train. Simultaneously, the driver can switch modes to utilize other operating modes for a series of operational operations, improving work efficiency. It enables flexible blocking and restoration of fully automated trains at trackside locations where manned and unmanned areas transition, without affecting the operation of other trains in the depot's throat area or parking and inspection depot. It also enables the active transponder to have mode blocking functionality under fully automated operation lines, improving the utilization efficiency of the active transponder.

[0048] It should be understood that the specific order or hierarchy of steps in the disclosed process is an example of an exemplary method. Based on design preferences, it should be understood that the specific order or hierarchy of steps in the process may be rearranged without departing from the scope of this disclosure. The appended method claims provide elements of various steps in an exemplary order and are not intended to limit the scope to the specific order or hierarchy described.

[0049] In the detailed description above, various features are combined together in a single embodiment to simplify this disclosure. This approach to disclosure should not be construed as reflecting an intention that embodiments of the claimed subject matter require more features than are explicitly stated in each claim. Rather, as reflected in the appended claims, the invention is presented with fewer features than all of the features in a single disclosed embodiment. Therefore, the appended claims are hereby explicitly incorporated into the detailed description, with each claim representing a separate preferred embodiment of the invention.

[0050] Those skilled in the art will also understand that the various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments herein can be implemented as electronic hardware, computer software, or a combination thereof. To clearly illustrate the interchangeability between hardware and software, the various illustrative components, blocks, modules, circuits, and steps described above are generally described in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. Those skilled in the art can implement the described functionality in alternative ways for each specific application; however, such implementation decisions should not be construed as departing from the scope of this disclosure.

[0051] The steps of the methods or algorithms described in conjunction with the embodiments herein can be directly embodied in hardware, software modules executed by a processor, or a combination thereof. The software modules can reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disks, removable disks, CD-ROMs, or any other form of storage medium well known in the art. An exemplary storage medium is connected to the processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and storage medium can reside in an ASIC. The ASIC can reside in a user terminal. Alternatively, the processor and storage medium can exist as discrete components in the user terminal.

[0052] For software implementation, the techniques described in this application can be implemented using modules (e.g., procedures, functions, etc.) that perform the functions described in this application. This software code can be stored in memory units and executed by a processor. The memory units can be implemented within the processor or outside the processor; in the latter case, they are communicatively coupled to the processor via various means, as is well known in the art.

[0053] The foregoing description includes examples of one or more embodiments. It is certainly impossible to describe all possible combinations of components or methods in order to describe the above embodiments, but those skilled in the art will recognize that further combinations and arrangements of the various embodiments are possible. Therefore, the embodiments described herein are intended to cover all such changes, modifications, and variations that fall within the scope of the appended claims. Furthermore, the term "comprising" as used in the specification or claims is interpreted in a manner similar to the term "including," as interpreted when used as a conjunction in the claims. Additionally, the use of any term "or" in the specification of the claims is intended to mean "non-exclusive or."

Claims

1. A method for encoding and controlling active transponders for fully automated boundary protection, characterized in that, include: S100. The dispatching and command system exchanges information with the interlocking system, sending messages containing train dispatching information to the interlocking system; The S200 interlocking system interacts with the ground electronic unit, forwarding messages containing train dispatching information to the ground electronic unit; S300. The ground electronic unit interacts with the active transponder, and the ground electronic unit continuously sends messages containing train dispatching information to the active transponder; S400. The active transponder encodes the message containing train dispatching information according to a preset rule to obtain the active transponder encoding information; S500. When the train passes the active transponder, the onboard transponder antenna in the train's onboard equipment scans the active transponder, decodes the coded information of the active transponder, obtains the active transponder decoding information, and sends the active transponder decoding information to the train control system. The train control system then locks and restores the fully automatic operation mode of the fully automatic train, achieving the purpose of boundary protection for the fully automatic train.

2. The method for encoding and controlling an active transponder for fully automated boundary protection as described in claim 1, characterized in that, In the S300, active transponders are installed on the sleepers at the transition points between manned and unmanned areas.

3. The method for encoding and controlling an active transponder for fully automated boundary protection as described in claim 1, characterized in that, In S400, the active transponder encodes messages containing train dispatch information according to preset rules. The preset rules are as follows: messages containing train dispatch information are encoded into five message types of information for the active transponder. The five message types include fixed messages, normal messages, transponder default messages, ground electronic unit default messages, and fully automatic driving mode default messages.

4. The method for encoding and controlling an active transponder for fully automated boundary protection as described in claim 1, characterized in that, Fixed messages are used to obtain train positioning information. The variable values ​​in fixed messages represent specific mileage information.

5. The method for encoding and controlling an active transponder for fully automated boundary protection as described in claim 1, characterized in that, The normal message is used to control the display of the signal indicator lights. When the variable value is 0, it means that the green light indicates normal travel, and when the value is 1, it means that the red light indicates that the traffic signal should stop. When the variable in the normal message is the main transponder, it indicates the display status of the signal at the main transponder. When the variable in the normal message is the filler transponder, it indicates the status of the signal at the beginning of the filled route.

6. The method for encoding and controlling an active transponder for fully automated boundary protection as described in claim 1, characterized in that, The transponder default message is used to indicate the communication status between the active transponder and the ground electronic unit. When the transponder default message variable is 0, it indicates that the communication status between the active transponder and the ground electronic unit is normal; when the transponder default message variable is 1, it indicates that the communication status between the active transponder and the ground electronic unit is abnormal.

7. The method for encoding and controlling an active transponder for fully automated boundary protection as described in claim 1, characterized in that, The default message of the ground electronic unit is used to indicate the communication status between the ground electronic unit and the computer interlocking system. When the default message variable of the ground electronic unit is 0, it indicates that the communication status between the ground electronic unit and the computer interlocking system is normal. When the default message variable of the ground electronic unit is 1, it indicates that the communication status between the ground electronic unit and the computer interlocking system is abnormal.

8. The method for encoding and controlling an active transponder for fully automated boundary protection as described in claim 1, characterized in that, The default message for fully automated driving mode is used to indicate whether the fully automated operation mode is locked or unlocked. When the default message for fully automated driving mode is 0, it means that the fully automated operation mode has been unlocked and the train will operate in the fully automated operation mode on subsequent routes. When the default message for fully automated driving mode is 1, it means that the fully automated operation mode is locked and the train will not operate in the fully automated operation mode on subsequent routes.

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