Railway balise system and method of arranging railway balises

Abstract

This invention provides a railway transponder arrangement method, solving the problem of how to arrange transponders to improve positioning accuracy. One embodiment of this invention provides a railway transponder system comprising: a first group of transponders, a second group of transponders, a third group of transponders, a fourth group of transponders, a fifth group of transponders, a sixth group of transponders, and a seventh group of transponders; wherein, the first group of transponders is located on the section of track where the locomotive leaves the locomotive depot or locomotive turnaround depot; the second group of transponders is located before the exit signal on the station track; the third group of transponders is located in the platform section; the fourth group of transponders is located in the first direction of the entry signal; the fifth group of transponders is located in the second direction of the train route signal; the sixth group of transponders is located in the third direction of the reverse entry signal; and the seventh group of transponders is located before the phase break sign.

Description

Technical Field

[0001] This invention relates to the field of train communication technology, specifically to a railway transponder system and a railway transponder arrangement method. Background Technology

[0002] Transponder transmission systems, as safety point-based information transmission systems, are widely used in various rail transit projects and can also be applied to any other train operation control system requiring vehicle-to-ground communication and precise positioning. The system consists of two parts: onboard equipment and ground equipment. The ground equipment mainly includes passive transponders, active transponders, and ground electronic units; passive transponders are further divided into wheel-diameter calibration transponders and fixed transponders. The onboard equipment mainly includes the transponder transmission unit host and antenna. Compared to other similar vehicle-to-ground positioning systems, transponder transmission systems have advantages such as large data transmission capacity, adaptability to high line operating speeds, and high positioning accuracy.

[0003] Under high-speed operating conditions, the key impact on the operation of system equipment is the shorter communication time between the vehicle and the ground. Due to the higher vehicle speed, the coupling relationship between the vehicle and the ground equipment lasts for a shorter period of time, and the amount of data transmitted is reduced. How to deploy transponders to improve positioning accuracy has become an urgent problem to be solved. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a railway transponder arrangement method, which solves the problem of how to arrange transponders to improve positioning accuracy.

[0005] In a first aspect, an embodiment of the present invention provides a railway transponder system comprising:

[0006] The first group of transponders, the second group of transponders, the third group of transponders, the fourth group of transponders, the fifth group of transponders, the sixth group of transponders, and the seventh group of transponders; among them,

[0007] The first set of transponders is installed on the section of track where the locomotive leaves the locomotive depot or the locomotive turnaround depot;

[0008] The second set of transponders is installed in front of the exit signal on the station track;

[0009] The third set of transponders is installed in the platform area;

[0010] The fourth group of transponders is set in the first direction of the entrance signal;

[0011] The fifth group of transponders is arranged in the second direction of the train route signal;

[0012] The sixth group of transponders is set on the third-to-upward side of the reverse entry signal;

[0013] The seventh group of transponders is arranged in front of the phase break sign.

[0014] In an embodiment, the first group of transponders comprises three first passive transponders, and the interval between adjacent first passive transponders is 20 m.

[0015] In an embodiment, the second group of transponders comprises one second passive transponder, and the second passive transponder is arranged at a distance of 50 m from the in-station track turnout exit signal.

[0016] In an embodiment, when the distance of the station interval is greater than or equal to 10 Km and less than or equal to 20 Km, one third group of transponders is arranged at the middle position of the station interval; the third group of transponders comprises two third passive transponders, and the interval between the two third passive transponders is 5 m.

[0017] When the distance of the station interval is greater than 20 Km and less than or equal to 30 Km, two third groups of transponders are arranged at the middle position of the station interval; the third group of transponders comprises two third passive transponders, and the interval between adjacent third groups of transponders is not greater than 10 km.

[0018] In an embodiment, the distance between the third group of transponders and the nearest closed block section boundary is greater than or equal to 500 m.

[0019] In an embodiment, the fourth group of transponders comprises two fourth passive transponders, and the fourth transponders are arranged at a distance of 250 m from the in-station signal; the interval between the two fourth passive transponders is 5 m.

[0020] In an embodiment, the fifth group of transponders comprises one fifth passive transponder, and the fifth passive transponder is arranged at a distance of 50 m from the train route signal.

[0021] In an embodiment, the sixth group of transponders comprises two sixth passive transponders, and the interval between the two sixth passive transponders is 5 m.

[0022] In an embodiment, the seventh group of transponders comprises two seventh passive transponders, and the seventh passive transponders are arranged at a distance of 800 m from the phase break sign; the interval between the two seventh passive transponders is 5 m.

[0023] In an embodiment, further comprising: an eighth group of transponders; at the junction of the moving block area and the fixed block area, if the train has the need for the non-stop switching train control system, the eighth group of transponders is arranged based on the need for the switching train control system.

[0024] In one embodiment, the eighth group of transponders is located 1000m before the signal where the advance and switching positions of the train automatic protection system and the train operation monitoring and recording device are located in the shared area; the eighth group of transponders includes three eighth passive transponders, and the distance between adjacent eighth passive transponders is 5m.

[0025] In one embodiment, it further includes: a ninth group of transponders; the ninth group of transponders is located 100m in front of the signal at the port terminal; the ninth group of transponders includes two ninth passive transponders, and the distance between the two ninth passive transponders is 5m.

[0026] Secondly, an embodiment of the present invention provides a railway transponder arrangement method, comprising:

[0027] The first set of transponders is deployed on the section of track where the locomotive leaves the locomotive depot or locomotive turnaround depot for train initial positioning and wheel diameter calibration;

[0028] A second set of transponders is placed in front of the exit signal on the track inside the station. This is used for the train to obtain its location in front of the signal when passing through the train mode of the visual-to-wireless block system, and to obtain the RBC's driving permission and automatically upgrade to full monitoring mode when the signal ahead is open.

[0029] A third set of transponders will be deployed in the platform area for train positioning.

[0030] A fourth set of transponders is arranged in the first direction of the entry signal for position correction before the train enters the station;

[0031] A fifth set of transponders is deployed in the second direction of the train route signal to obtain train positioning and perform position calibration on the long receiving track.

[0032] A sixth set of transponders is placed on the third side upwards from the reverse entry signal for positioning the train before it enters the section;

[0033] A seventh set of transponders is placed in front of the phase break sign for train position calibration before the phase break zone.

[0034] The railway transponder system and the railway transponder arrangement method provided by the embodiment of the present application, the railway transponder system comprises a first group of transponders, a second group of transponders, a third group of transponders, a fourth group of transponders, a fifth group of transponders, a sixth group of transponders and a seventh group of transponders; wherein, the first group of transponders is arranged at the section road of the locomotive out of the depot or the depot turnaround section; the second group of transponders is arranged in front of the station yard track exit signal; the third group of transponders is arranged in the station platform section; the fourth group of transponders is arranged in the first direction of the station entry signal; the fifth group of transponders is arranged in the second direction of the train route signal; the sixth group of transponders is arranged in the third direction of the reverse station entry signal; and the seventh group of transponders is arranged in front of the phase separation zone marker. Thus, the vehicle can be positioned at each position, and the accuracy of vehicle positioning is improved. BRIEF DESCRIPTION OF DRAWINGS

[0035] Figure 1 Fig. 1 shows a flowchart of a railway transponder arrangement method provided by an embodiment of the present application.

[0036] Figure 2 Fig. 2 shows a schematic diagram of a method of arranging the first group of transponders provided by an embodiment of the present application.

[0037] Figure 3 Fig. 3 shows a schematic diagram of a method of arranging the second group of transponders provided by an embodiment of the present application.

[0038] Figure 4 Fig. 4 shows a schematic diagram of a method of arranging the third group of transponders when the station platform section is less than 20 km provided by an embodiment of the present application.

[0039] Figure 5 Fig. 5 shows a schematic diagram of a method of arranging the third group of transponders when the station platform section is greater than 20 km and less than 30 km provided by an embodiment of the present application.

[0040] Figure 6 Fig. 6 shows a schematic diagram of a method of arranging the fourth group of transponders provided by an embodiment of the present application.

[0041] Figure 7 Fig. 7 shows a schematic diagram of a method of arranging the fifth group of transponders provided by an embodiment of the present application.

[0042] Figure 8 Fig. 8 shows a schematic diagram of a method of arranging the sixth group of transponders provided by an embodiment of the present application.

[0043] Figure 9 Fig. 9 shows a schematic diagram of a method of arranging the seventh group of transponders provided by an embodiment of the present application.

[0044] Figure 10Fig. 1 shows a schematic diagram of whether the distance between the track balise and the "broken" mark in the verification station can be reused for the phase separation area balise according to an embodiment of the present application.

[0045] Figure 11 Fig. 2 shows a schematic diagram of an ATP->LKJ switching area according to an embodiment of the present application.

[0046] Figure 12 Fig. 3 shows a schematic diagram of an ATP->LKJ switching balise arrangement according to an embodiment of the present application.

[0047] Figure 13 Fig. 4 shows a schematic diagram of an ATP->LKJ switching balise according to another embodiment of the present application.

[0048] Figure 14 Fig. 5 shows a schematic diagram of an LKJ->ATP switching area according to an embodiment of the present application.

[0049] Figure 15 Fig. 6 shows a schematic diagram of an LKJ->ATP switching balise arrangement according to an embodiment of the present application.

[0050] Figure 16 Fig. 7 shows a schematic diagram of a special area balise arrangement according to an embodiment of the present application. DETAILED DESCRIPTION

[0051] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0052] The present embodiment provides a railway balise system, which comprises a first group of balises, a second group of balises, a third group of balises, a fourth group of balises, a fifth group of balises, a sixth group of balises and a seventh group of balises. Figure 1 As shown in the figure, the first group of balises of the railway balise system is arranged on the section from the locomotive depot or the locomotive turnaround section to the section; the second group of balises is arranged in front of the station track exit signal; the third group of balises is arranged in the platform section; the fourth group of balises is arranged in the first direction of the station entry signal; the fifth group of balises is arranged in the second direction of the train route signal; the sixth group of balises is arranged in the third direction of the reverse station entry signal; and the seventh group of balises is arranged in front of the phase separation area broken mark.

[0053] In an embodiment of the present application, a first group of transponders is arranged at the exit of a depot or a turnaround section of a locomotive, and the first group of transponders includes three first passive transponders, and the interval between adjacent first passive transponders is 20 m. The first group of transponders is used to achieve the requirements of train initialization positioning and wheel diameter calibration. Optionally, the first group of transponders is passive transponders; preferably, the first group of transponders is a wheel diameter calibration transponder. As shown in Figure 2 When the locomotive exits the depot or the turnaround section of the locomotive, three wheel diameter calibration transponders (WB1, WB2 and WB3) with an interval of 20 m can be redundantly arranged to achieve automatic wheel diameter calibration of the train.

[0054] To ensure the correctness of the wheel diameter calibration result and ensure that the train can keep uniform speed and advance without slipping when passing through the three wheel diameter calibration transponders, the wheel diameter calibration transponders need to be arranged at a straight track without slope. If it is not completely ensured due to line problems, the place without a curve is considered first.

[0055] In an embodiment of the present application, the second group of transponders includes a second passive transponder, which is arranged 50 m away from the exit signal of the in-station track. As shown in Figure 3 A second group of transponders FB1 can be arranged in front of the exit signal of the in-station track. Optionally, the second group of transponders is passive transponders. Arranging the second group of transponders in front of the exit signal of the in-station track can ensure that the train can obtain positioning in front of the signal in the visual driving mode, and obtain the driving permission of the wireless block center and automatically upgrade to the fully monitored mode when the signal in front is open. Optionally, the second group of transponders is arranged 50 m in front of the signal.

[0056] In an embodiment of the present application, to meet the requirements of train positioning, the interval of the third group of transponders arranged between two platforms cannot be too large. Optionally, the third group of transponders is passive transponders. The arrangement of the third group of transponders can be calculated according to the positioning error tolerated by the system and the accuracy level of the speed sensor, as follows:

[0057] When the interval between adjacent third group transponders in the platform section is <10 km, no third group transponder needs to be added.

[0058] When 10 km≤ the interval between adjacent third group transponders in the platform section ≤20 km, a third group of transponders needs to be arranged at the middle position between the two platforms; the third group of transponders includes two third passive transponders (FB1 and FB2), and the interval between the two third passive transponders is 5 m, as shown in Figure 4 The third group of transponders is used for section positioning.

[0059] When 20Km < the interval of the adjacent third group of transponders in the platform section ≤ 30Km, two third group of transponders are arranged between two platforms. Alternatively, the interval of the adjacent third group of transponders is not greater than 10km; the third group of transponders comprises two third passive transponders. Preferably, two third group of transponders (comprising four third passive transponders, one group is FB1, FB2; the other group is FB3, FB4) are arranged at the position which is trisected between two platforms, as shown in Figure 5 . The third group of transponders is used for position correction.

[0060] Alternatively, the arrangement position of the third group of transponders is greater than or equal to 500m from the boundary of the nearest block section, and is as close to 500m as possible.

[0061] In an embodiment of the present application, as shown in Figure 6 , the first direction is the direction opposite to the train advancing direction, i.e. the front of the entrance signal. A fourth group of transponders can be arranged 250m in front of the entrance signal, the fourth group of transponders comprises two fourth passive transponders (FB1, FB2 respectively), the fourth transponders are arranged 250m from the entrance signal; the interval between the two fourth passive transponders is 5m; the fourth group of transponders is used for position correction before the train enters the station.

[0062] In an embodiment of the present application, as shown in Figure 7 , the second direction is the direction opposite to the train advancing direction, i.e. the front of the route signal. The fifth group of transponders is used to meet the needs of train positioning and position calibration of the train in the long and large train lane. Alternatively, one fifth group of transponders is arranged in front of the train route signal, the fifth group of transponders comprises one fifth passive transponder FB1; wherein the fifth group of transponders is a passive transponder; the distance between the fifth group of transponders and the route signal is 50m.

[0063] In an embodiment of the present application, the sixth group of transponders is a passive transponder; the function of the sixth group of transponders is to obtain reliable positioning before the train enters the section. The third direction is the direction opposite to the train advancing direction, i.e. the front of the route signal. As shown in Figure 8As shown, a sixth group of transponders can be arranged continuously in front of the reverse entrance signal, and the sixth group of transponders includes two sixth passive transponders (FB1 and FB2, respectively), and the interval between the two sixth transponders is 5m; the distance from the sixth group of transponders to the insulating joint outside the reverse entrance signal should be greater than or equal to 50m; when the distance from the sixth group of transponders to the insulating joint outside the reverse entrance signal does not meet the condition of being greater than or equal to 50m, the sixth group of transponders far away from the reverse entrance signal should be arranged as close to the switch point of switch 1 as possible; and in the case of not affecting the maintenance of existing equipment, the interval between the sixth group of transponders at 50m and the insulating joint needs to be greater than 1.2m.

[0064] In an embodiment of the present application, as shown in Figure 9 The farthest distance of the automatic block train automatic protection system for implementing automatic pre-warning of passing through the neutral section is 420m in front of the "break" sign of the neutral section, considering the maximum positioning error of 210m of the system, the total is 630m, therefore, the transponder in front of the neutral section should be arranged at 800m in front of the "break" sign (a part of the margin can be left).

[0065] Optionally, a seventh group of transponders needs to be arranged at 800m in front of the "break" sign of the neutral section (as close to 800m as possible), and the seventh group of transponders includes two seventh passive transponders (FB1 and FB2, respectively); optionally, the seventh group of transponders is a passive transponder, and the seventh group of transponders is used for position calibration of the train in front of the neutral section. The interval between the two seventh transponders is 5m.

[0066] In an embodiment of the present application, considering the demand that the track transponder in the station can reuse the transponder in the neutral section, that is, the second group of transponders can reuse the seventh group of transponders, at this time, the reused second group of transponders needs to meet the following principles:

[0067] The distance from the reused transponder to the "break" sign of the neutral section must be greater than or equal to 420m+the positioning error of the train when receiving the transponder (10m of initial error+2% of running error). For example, as shown in Figure 10

[0068] The process of verifying whether the second group of transponders FB001 can reuse the seventh group of transponders at a distance of 500m from the "break" sign is as follows:

[0069] First step: calculate the distance from the second group of transponders FB001 to the last transponder FB002 passed by the train as 1000m;

[0070] Second step: the initial error of the train automatic protection system is 10m+the ranging error is 1000*2% = 30m;

[0071] ​Third step: the shortest allowable distance of the big card division phase area "break" mark is calculated as 30m+420m=450m;

[0072] Through analysis, 450m is the shortest allowable distance of the balise to the break mark of the phase division area. The actual balise distance to the break mark of the phase division area is 500m, which is greater than the allowable distance 450m, and meets the multiplexing condition. Therefore, the balise can be multiplexed.

[0073] In the case that the balise in the station track in the phase division area can be multiplexed, balise multiplexing is preferred. If the calculated position is exactly within the station track range, whether the balise arrangement of all tracks meets the multiplexing condition is considered. If not, one set of balise (added at a distance of 800m from the break mark of the phase division area) is added as a pre-phase balise.

[0074] In an embodiment of the present application, the railway balise arrangement method further comprises: in the case that the train has the demand of the non-stop switching control system at the junction of the moving block area and the fixed block area, arranging an eighth balise based on the demand of the switching control system.

[0075] The arrangement principle of the switching area balise is as follows.

[0076] As shown in Figure 11 , when the train enters the fixed block area from the moving block area, as shown in Figure 12 , the eighth set of balises need to be arranged at the position 1000m in front of the signal of the automatic train protection system and the train operation monitoring recording device (in the direction opposite to the train running direction), and the eighth set of balises contains three passive balises (FB1, FB2 and FB3); optionally, the eighth set of balises is passive; the interval between adjacent eighth set of balises is 5m. (If the common management area contains 6 track circuit intervals, the maximum slope of the track circuit interval contained in the common management area should be within 4‰).

[0077] As shown in Figure 13 , when all the sidings included in the main line also support the switching between the automatic train protection system and the train operation monitoring recording device, two passive balises (FB1 and FB2) are arranged at 10m outside the outbound signal of all different tracks; and the interval between adjacent passive balises is 5m.

[0078] In an embodiment of the present application, as shown in Figure 14 and 15As shown, when the train enters the moving block area from the fixed block area, the eighth group of transponders is arranged at the position 1000m in front of the signal at the position of the pre-notice and switching position of the co-management area of the train automatic protection system and the train operation monitoring recording device (in the direction opposite to the train running direction), and the eighth group of transponders includes three eighth passive transponders (FB1, FB2 and FB3 respectively); optionally, the eighth transponder is a passive transponder; the interval between the adjacent eighth group of transponders is 5m.

[0079] In the scenario that the driver needs to enter the station to stop for manual switching, the switching transponder does not need to be additionally arranged.

[0080] In addition, under the premise of meeting the above arrangement principle, the transponder multiplexing should also be considered to reduce the number of trackside equipment and the workload of later equipment maintenance.

[0081] In an embodiment of the present application, as shown in the figure, Figure 16 If the approach signal is far away from the reverse train signal of the station sidings, in order to improve the positioning accuracy of the train automatic protection system when the train arrives at the arrival-departure line in the station, the ninth group of transponders is additionally arranged at the preset position in front of the specific signal, and the ninth group of transponders includes two ninth passive transponders (FB1 and FB2 respectively); optionally, the ninth transponder is a passive transponder; the interval between the two ninth passive transponders is 5m. Optionally, the preset position is 100m in front of the specific signal.

[0082] In an embodiment of the present application, the accuracy requirement of the transponders described in the above embodiments is ±2cm or +50cm. When the transponder is a wheel diameter calibration transponder, the accuracy requirement is ±2cm; when the transponder is a fixed transponder, the accuracy requirement is +50cm.

[0083] In an embodiment of the present application, all the transponders described in the above embodiments can be numbered. The numbering needs to be unique to ensure that the transponder numbers on the line are not repeated. Optionally, the numbering rule is: fixed transponder: FB+number. Example: FB001; wheel diameter calibration transponder: WB+number. Example: WB001.

[0084] The embodiment provides a railway transponder arrangement method, which comprises arranging a first group of transponders on a locomotive by a depot or a depot turnaround section exit section, for train initialization positioning and wheel diameter calibration; arranging a second group of transponders in front of a station inner track exit signal, for train positioning when passing in front of the signal in a visual line wireless block system mode, and obtaining a train operation permission of a RBC and automatically upgrading to a full monitoring mode when a front signal is open; arranging a third group of transponders in a station platform section, for positioning the train; arranging a fourth group of transponders in a first direction of an entry signal, for position correction before the train enters the station; arranging a fifth group of transponders in a second direction of a train route signal, for obtaining train positioning and performing position calibration on a long and large receiving track; arranging a sixth group of transponders in a third direction of a reverse entry signal, for positioning the train before entering the section; and arranging a seventh group of transponders in front of a phase separation area marker, for position calibration of the train before the phase separation area.

[0085] Those skilled in the art can understand that the units and algorithm steps of the examples described in combination with the embodiments disclosed herein can be realized by electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized in hardware or software mode depends on the specific application and design constraints of the technical solution. The skilled person can use different methods to realize the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application. Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described system, device and unit can refer to the corresponding processes in the foregoing method embodiments, which will not be described here.

[0086] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. For example, the above-described device embodiments are only schematic, for example, the division of the units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or other forms. The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0087] The above describes the basic principles of the present application in conjunction with specific embodiments, but it should be noted that the advantages, benefits, effects and the like mentioned in the present application are only examples and are not limiting, and these advantages, benefits, effects and the like cannot be considered as necessary for each embodiment of the present application. In addition, the above specific details disclosed are only for the purpose of example and understanding, and are not limiting, and the above details do not limit the present application to be necessarily implemented with the above specific details.

[0088] The block diagrams of the devices, apparatuses, equipment, systems involved in the present application are only illustrative examples and are not intended to require or imply the connection, arrangement, configuration shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, equipment, systems can be connected, arranged, configured in any manner.

[0089] It should also be noted that in the devices, apparatuses and methods of the present application, each component or each step can be decomposed and / or recombined. These decompositions and / or recombinations should be considered as equivalent solutions of the present application.

[0090] The above description of the disclosed aspects is provided so that any person skilled in the art can make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other aspects without departing from the scope of the present application. Thus, the present application is not intended to be limited to the aspects shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0091] In the description of the present application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise explicitly and specifically limited. All directional indications (such as upper, lower, left, right, front, back, top, bottom, etc.) in the embodiments of the present application are only used to explain the relative position relationship, movement condition, etc. between the components, if the specific posture changes, the directional indications also change accordingly. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units is not limited to the listed steps or units, but optionally also includes steps or units not listed, or optionally also includes other steps or units inherent to the process, method, product or device.

[0092] Additionally, reference to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are they necessarily all referring to a single, alternative embodiment that all

[0093] The above descriptions are only specific embodiments of the application, but the protection scope of the application is not limited thereto, and any modification or replacement within the technical range disclosed by the application can be easily thought by those skilled in the art, which should be covered within the protection scope of the application. Therefore, the protection scope of the application should be subject to the protection scope of the claims. The above descriptions are only the preferred embodiments of the application, and are not intended to limit the application, and any modification, equivalent replacement, etc. within the spirit and principle of the application should be covered within the protection scope of the application.

Claims

1. A balise system for a railway, characterized in that Comprise: The first group of transponders, the second group of transponders, the third group of transponders, the fourth group of transponders, the fifth group of transponders, the sixth group of transponders and the seventh group of transponders; wherein, The first group of transponders is arranged at the section of the locomotive leaving the depot or the depot turnaround section; The second group of transponders is arranged in front of the station yard exit signal; The third group of transponders is arranged in the platform section; The fourth group of transponders is arranged in the first direction of the entry signal; The fifth group of transponders is arranged in the second direction of the train route signal; The sixth group of transponders is arranged in the third direction of the reverse entry signal; The seventh group of transponders is arranged in front of the phase separation zone marker; Wherein, the first group of transponders comprises three first passive transponders, and the spacing between adjacent first passive transponders is 20m; Wherein, the seventh group of transponders comprises two seventh passive transponders, and the seventh passive transponders are arranged 800m away from the phase separation zone marker; the interval between the two seventh passive transponders is 5m; wherein, the second group of transponders comprises one second passive transponder, which is arranged 50m away from the station yard exit signal; Wherein, the accuracy of the wheel diameter calibration transponders in the first group of transponders, the second group of transponders, the third group of transponders, the fourth group of transponders, the fifth group of transponders, the sixth group of transponders and the seventh group of transponders is ±2cm, and the accuracy of the fixed transponders is +50cm; Wherein, the railway transponder system is further used for: when the actual distance from the second group of transponders to the phase separation zone marker is greater than or equal to the minimum allowed distance, allowing the second group of transponders to be multiplexed as the seventh group of transponders, wherein the minimum allowed distance is calculated based on an initial error of 10m and a running error of 2%.

2. The railway transponder system of claim 1, wherein, When the platform section distance is greater than or equal to 10Km and less than or equal to 20Km, one third group of transponders is arranged at the middle position of the platform section; the third group of transponders comprises two third passive transponders, and the spacing between the two third passive transponders is 5m; When the platform section distance is greater than 20Km and less than or equal to 30Km, two third group of transponders are arranged at the middle position of the platform section; the third group of transponders comprises two third passive transponders, and the spacing between adjacent third group of transponders is not greater than 10km.

3. The balise system according to claim 2, characterized in that The distance from the third group of transponders to the nearest closed block partition boundary is greater than or equal to 500m.

4. The railroad transponder system of claim 1, wherein, The fourth group of transponders comprises two fourth passive transponders, and the fourth group of transponders is arranged 250m away from the entry signal; the interval between the two fourth passive transponders is 5m.

5. The railroad transponder system of claim 1, wherein, The fifth group of transponders comprises one fifth passive transponder, and the fifth passive transponder is arranged 50m away from the train route signal.

6. The railroad transponder system of claim 1, wherein, The sixth group of transponders comprises two sixth passive transponders, and the interval between the two sixth passive transponders is 5m.

7. The balise system according to claim 1, characterized in that Further comprising: The eighth group of transponders; The eighth group of transponders is arranged at a position 1000 m in front of a signal at a position of a train automatic protection system and a train operation monitoring and recording device in a common management area, and includes three eighth passive transponders with a spacing of 5 m between adjacent eighth passive transponders.

8. The balise system according to claim 7, characterized in that Further comprising:

9. The balise system of claim 1, wherein, A ninth group of transponders is arranged at a position 100 m in front of a signal at a port station, and includes two ninth passive transponders with a spacing of 5 m between the two ninth passive transponders. Comprising:

10. A method of arranging a balise on a railway, characterized in that, A first group of transponders is arranged at a position in front of a locomotive leaving a depot or a depot turnaround section, for train initialization positioning and wheel diameter calibration; A second group of transponders is arranged in front of a departure signal at a station track, for train positioning in front of the signal in a visual wireless block system mode, and obtaining a train operation permission from an RBC and automatically upgrading to a fully monitored mode when a front signal is open; A third group of transponders is arranged at a station interval, for positioning a train; A fourth group of transponders is arranged in a first direction of an arrival signal, for position correction before a train arrives at the station; A fifth group of transponders is arranged in a second direction of a train route signal, for train positioning and position calibration on a long and large arrival track; A sixth group of transponders is arranged in a third direction of a reverse arrival signal, for positioning a train before entering an interval; A seventh group of transponders is arranged in front of a phase separation zone marker, for position calibration of a train before the phase separation zone; The first group of transponders includes three first passive transponders with a spacing of 20 m between adjacent first passive transponders; The seventh group of transponders includes two seventh passive transponders arranged at a position 800 m in front of the phase separation zone marker, with a spacing of 5 m between the two seventh passive transponders; the second group of transponders includes one second passive transponder arranged at a position 50 m in front of the departure signal at the station track; The first, second, third, fourth, fifth, sixth, and seventh groups of transponders have a wheel diameter calibration transponder with an accuracy of ±2 cm and a fixed transponder with an accuracy of +50 cm; The railway transponder arrangement method further comprises: when an actual distance from the second group of transponders to the phase separation zone marker is greater than or equal to a minimum allowable distance, allowing the second group of transponders to be multiplexed as the seventh group of transponders, wherein the minimum allowable distance is calculated based on an initial error of 10 m and a running error of 2%. ​

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