Train occupancy area determination system based on transponder position information

Abstract

The application discloses a train occupied area determination system based on transponder position information, and can make the on-board operation control subsystem still send the absolute position information obtained from the transponder to the train dispatching system and the resource management system when the on-board operation control subsystem fails, thereby providing a feasible basis for the train dispatching system and the resource management system to automatically handle the failure, or providing key information for the dispatcher to manually handle the failure. Compared with the prior art, the application can timely let the dispatching system and the dispatcher know the current position information of the failure train, thereby facilitating the organization of effective failure handling and operation recovery work. The application can reduce the operation recovery time under the failure condition, improve the availability of the train control system based on the train-to-train communication technology field or the train autonomous operation technology field, and improve the operation service level of the line.

Description

Technical Field

[0001] This invention belongs to the field of vehicle communication technology, specifically relating to a train occupancy area determination system based on transponder location information. Background Technology

[0002] Currently, in the fields of vehicle-to-vehicle communication technology and autonomous train operation technology, the train operation control system is a key core system ensuring the safety and efficiency of train operation. Safe train operation relies on the train's precise self-positioning function. Furthermore, with the popularization and maturity of vehicle-to-vehicle communication technology and autonomous train operation technology, train operation control can reach GoA2, GoA3, and GoA4 levels of automatic operation. At GoA4 level, the train can operate automatically without human intervention. Simultaneously, the trackside equipment of the operation control system is being continuously simplified, generally omitting track circuits, axle counters, and other track section occupancy / vacancy detection equipment.

[0003] When the overall operation control system is functioning normally, the ground transponder stores the absolute historical position information of the track where the transponder is located. When the train travels and passes the ground transponder, the onboard transponder antenna obtains the absolute position information from the ground transponder via wireless communication and transmits it to the onboard transponder antenna host, realizing the wireless data transcoding function. The onboard transponder antenna host sends the transcoded data (at this time called non-safety positioning data) to the onboard operation control subsystem (ATP function part) for data security and correctness verification. The correct data after verification is called safe positioning data. The onboard operation control subsystem (ATP function part) will upload the train's current real-time position information to the trackside resource management equipment and central dispatching equipment. At the same time, the onboard operation control subsystem (ATP function part) provides safety protection for the real-time operation of the train based on movement authorization, speed measurement data, safe positioning data, etc., thereby ensuring the safe operation of the train. The onboard operation control subsystem (ATO function part) then controls the automatic operation of the train under the safety protection of the onboard operation control subsystem (ATP function part).

[0004] When the onboard operation control subsystem (ATP) malfunctions due to equipment defects, aging from long-term operation, or electromagnetic interference, the train will be unable to perform various functions such as safe verification of positioning data. The train will immediately apply emergency braking and remain stationary. Furthermore, the train cannot be controlled by the train control system until the onboard ATP malfunction is resolved. Simultaneously, the train's current location information cannot be transmitted to the dispatching and resource management systems via the train-to-ground wireless system. This means that the dispatching and resource management systems cannot obtain the train's current location information, and therefore, the dispatching system cannot achieve normal automatic dispatching and management of operating trains. Even with manual intervention by dispatchers, the lack of train location information makes it difficult to quickly troubleshoot and restore normal operation. Summary of the Invention

[0005] The purpose of this invention is to overcome the defects of the prior art. In order to solve the problem of how the train dispatching system and resource management system can still know the current position information of the train when the ATP module of the on-board operation control system fails, this invention provides a train occupancy area determination system based on transponder position information. This invention can enable the line to still operate normally when the on-board operation control subsystem (ATP functional part) fails.

[0006] To achieve the desired effect, the present invention adopts the following technical solution:

[0007] This invention discloses a train occupancy area determination system based on transponder location information, comprising:

[0008] A transponder is installed on the track on which the train travels and stores location information inside. When the on-board transponder antenna passes over the transponder, the transponder is activated and sends location information to the transponder antenna.

[0009] The vehicle-mounted transponder antenna is a data transmission or reception terminal device installed on the bottom of the train, used to obtain location information from the transponder;

[0010] The transponder antenna main unit is used to control the vehicle-mounted transponder antenna to receive and process location information;

[0011] The data conversion module is used to convert the location information processed by the transponder antenna host and send it to the vehicle-mounted ATP module.

[0012] The onboard ATP module receives position information from the data conversion module and calculates the train's current position information in real time using speed sensors, accelerometers, and radar. Based on the train's current position information, it determines the area occupied by the train.

[0013] Furthermore, when the train is running normally, the transponder antenna host obtains the position information inside the transponder from the transponder antenna and sends the processed position information to the data conversion module. After receiving the processed position information, the data conversion module checks whether the on-board ATP module is working properly. If the on-board ATP module is working properly, the first determination module is used to determine the area occupied by the train; otherwise, the second determination module is used to determine the area occupied by the train.

[0014] Furthermore, the method of using the first determination module to determine the area occupied by the train specifically includes: the data conversion module converts the processed location information and sends it to the on-board ATP module and the switch. At this time, the resource management system simultaneously receives the safe positioning data sent by the on-board ATP module and the unsafe positioning data sent by the switch. The resource management system automatically filters out the unsafe positioning data and tracks the train's location information in real time based on the safe positioning data to determine the area occupied by the train.

[0015] Furthermore, the use of the second determination module to determine the train's occupied area specifically includes: the data conversion module converts the processed location information and sends it to the resource management system through the switch; the resource management system tracks the train's location information in real time and determines the train's occupied area based on the non-safe location data sent by the switch.

[0016] Furthermore, the resource management system tracks the train's location information in real time based on the non-safe positioning data sent by the switch and determines the area occupied by the train. Specifically, when the onboard ATP module fails, the resource management system sets a fixed safety envelope area in front of the train and a safety envelope area behind the train based on the most unfavorable engineering conditions. The range of the train's occupied driving resource area includes the driving resource area in front of the train and the driving resource area behind the train.

[0017] Furthermore, the calculation steps for the traffic resource area occupied in front of the train include: starting from the current accurate mileage of the second transponder, the resource management system searches for the coordinates of other transponder devices recorded in the system along the direction of train operation. When the absolute difference between the accurate mileage of the third transponder and the second transponder is greater than or equal to the sum of the train length and the safety envelope area in front of the train, the range between the third transponder and the second transponder is the traffic resource area occupied in front of the train. The second transponder and the third transponder are arranged sequentially along the direction of train operation.

[0018] Furthermore, the calculation steps for the traffic resource area occupied behind the train include: starting from the current accurate mileage of the second transponder, the resource management system searches for the coordinates of other transponder devices recorded in the system in the opposite direction of train operation. When the absolute difference between the accurate mileage of the first transponder and the second transponder is greater than or equal to the sum of the train length and the safety envelope area behind the train, the range between the second transponder and the first transponder is the traffic resource area occupied behind the train. The second transponder and the first transponder are arranged sequentially in the opposite direction of train operation.

[0019] Furthermore, if the train is running ahead of a turnout section, and the switch machine controls the turnout to open the running line to the fourth transponder, when the train passes the second transponder, the resource management system searches for the coordinates of the transponder devices on the running line ahead of the train according to the direction of the line opening. When the absolute difference between the precise mileage of the fourth transponder and the second transponder is found to be greater than or equal to the sum of the train length and the safety envelope area ahead of the train, then the range between the fourth transponder and the second transponder is the running resource area occupied ahead of the train, and the fourth transponder is located in the turnout section.

[0020] Furthermore, if the area behind the train is a turnout section, and the switch machine controls the turnout to open the running line to the fifth transponder, when the train passes the second transponder, the resource management system searches for the coordinates of the transponder devices on the running line behind the train according to the direction of the line opening. When the absolute difference between the precise mileage of the fifth transponder and the second transponder is found to be greater than or equal to the sum of the train length and the safety envelope area behind the train, then the range between the fifth transponder and the second transponder is the running resource area occupied behind the train, and the fifth transponder is located in the turnout section.

[0021] Furthermore, when the train reaches the end of the line, the resource management system searches for the coordinates of transponder devices on the line ahead of the train as the train passes the second transponder. If the absolute difference between all the retrieved transponder coordinates and the precise mileage of the second transponder is less than the sum of the train length and the safety envelope area ahead of the train, then the range from the second transponder to the line end is the train's running resource area ahead.

[0022] Compared with existing technologies, the beneficial effects of this invention are as follows: This invention discloses a train occupancy area determination system based on transponder location information. This invention enables the onboard operation control subsystem (ATP functional part) to still transmit the absolute position information obtained from the transponder to the train dispatching system and resource management system when the onboard operation control subsystem (ATP functional part) fails. This provides a feasible basis for the automatic fault handling by the train dispatching system and resource management system, or provides key information for dispatchers to manually handle faults. Compared with existing solutions, this invention can promptly inform the dispatching system and dispatchers of the current location information of the faulty train, thereby facilitating the organization of effective fault handling and operation recovery work. This invention can reduce the operation recovery time in fault situations, improve the availability of train control systems based on the technology of vehicle-to-vehicle communication or train autonomous operation, and enhance the operational service level of the line. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the framework of a train occupancy area determination system based on transponder location information provided in an embodiment of the present invention.

[0025] Figure 2 This is a schematic diagram illustrating the area of ​​train operation resources occupied by a faulty train on a non-branched track, provided by an embodiment of the present invention.

[0026] Figure 3 This is a schematic diagram illustrating the area of ​​train operation resources occupied by a faulty train on a branch line, provided by an embodiment of the present invention.

[0027] Figure 4 This is a schematic diagram illustrating the range of train resources occupied by a train with a terminal line malfunction, provided in an embodiment of the present invention. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] See Figures 1 to 4This invention discloses a train occupancy area determination system based on transponder location information, comprising:

[0030] A transponder, installed on the track where the train travels, stores its location information. When the onboard transponder antenna passes over it, the transponder is activated and transmits its location information to the antenna. Specifically, the transponder is an electronic device installed between two rails and fixed to the track bed, storing precise mileage information of its installation location. The transponder devices are generally spaced no more than 300 meters apart on the track, with denser placement in special areas. The location information of all trackside transponders is stored in the database of the resource management system.

[0031] The vehicle-mounted transponder antenna is a data transmission or reception terminal device installed on the bottom of the train, used to obtain location information from the transponder;

[0032] The transponder antenna host is used to control the vehicle-mounted transponder antenna to receive and process location information; the transponder antenna host is a transponder data processing unit, which also provides power to the transponder antenna and receives the transponder data transmitted from the transponder antenna.

[0033] The data conversion module is used to convert the location information processed by the transponder antenna host and send it to the vehicle-mounted ATP module. The data conversion module can be an existing functional module in the vehicle-mounted safety computer, which can realize the data conversion function between the transponder antenna host and the ATP functional module. If the vehicle-mounted safety computer does not have this data conversion function, this functional module needs to be added to realize the conversion function between the transponder antenna host data and the data that the dispatch system can recognize. The transponder positioning data sent by the data conversion module to the ATP functional module or the switch is non-safety positioning data.

[0034] The onboard ATP module receives position information from the data conversion module and, in conjunction with speed sensors, accelerometers, and radar, calculates the train's current position in real time, determining the area occupied by the train based on this information. The onboard ATP module is a functional unit within the onboard safety computer responsible for automatic train protection. One of its functions is to receive transponder positioning data (i.e., non-safe positioning data) from the data conversion module or transponder antenna host and perform safety verification on this data. It can also combine information from other devices such as speed sensors, accelerometers, and radar to calculate the train's current position (i.e., safe positioning information) in real time and transmit it to the train dispatching system via the onboard wireless network.

[0035] Preferably, the present invention further includes: a train dispatching system, which can realize automatic dispatching and manual dispatching functions; under normal circumstances, automatic dispatching is generally used; once a fault occurs, the dispatcher can manually intervene in the train dispatching system to control or direct train operation using manual dispatching; the train dispatching system can obtain real-time train location information uploaded by each train through a network transmission system.

[0036] Preferably, the present invention further includes: a resource management system, which is one of the core devices of the train operation control system, used to manage and control resource equipment, such as switch machines and signal machines; the location information of all trackside equipment (e.g., transponders) is stored in the database of the resource management system.

[0037] Preferably, the present invention further includes: a network transmission system, which includes wired network equipment, wireless network transmission equipment, network switching equipment, network security equipment, etc., for realizing data transmission within the train control system and also realizing wireless data interaction between the train and the dispatching system. The wireless network transmission equipment is installed on the train and includes network security equipment, access units, etc., for realizing interaction and security protection between wired and wireless data.

[0038] Preferably, the present invention further includes: a switch, which is a network transmission device installed on the train, used to realize functions such as network data aggregation, interaction and transmission.

[0039] Preferably, the present invention further includes: an ATO function module, which is a functional unit in the on-board safety computer responsible for automatic train operation, used to receive safety protection data from the ATP module; the function of this module in controlling automatic train operation can only play a role in controlling train operation when the ATP module is working normally.

[0040] In a preferred embodiment, such as Figure 1 The figure shown is a schematic diagram of a train occupancy area determination system based on transponder location information provided in an embodiment of the present invention.

[0041] Figure 1 The "W1" in the diagram represents a transponder, whose current absolute position information is written into its internal electronic components. When the train's transponder antenna passes over the transponder, the transponder is activated and sends the fixed absolute position data to the transponder antenna.

[0042] Figure 1 In the text, "W2" represents the transponder antenna, which is used to obtain data information from the transponder.

[0043] Figure 1In the text, "W3" represents the transponder antenna host, which is used to control the transponder antenna and receive and process the data information obtained from the transponder antenna.

[0044] Figure 1 In this context, "W4" represents the data conversion module, which may exist in the existing system; if not, the data conversion module needs to be added.

[0045] Figure 1 The "W5" in the text refers to the onboard ATP module, which is mainly responsible for processing and executing safety information related to train operation.

[0046] Figure 1 The "W6" indicates the onboard ATO module, which is mainly used to control the automatic operation of the train under ATP protection.

[0047] Figure 1 In the text, "W7" indicates the vehicle-mounted switch.

[0048] Figure 1 The "W8" in the text refers to the vehicle-mounted wireless network transmission device.

[0049] Figure 1 The "W9" in the text indicates a vehicle-mounted antenna.

[0050] Figure 1 In this context, "W10" indicates a network transmission system.

[0051] Figure 1 The "W11" indicates the dispatching system, which can display the actual location of trains in normal operating conditions, as well as the range of traffic resources where a faulty train is located.

[0052] Figure 1 In this context, "W12" represents the resource management system, which is used to control and manage vehicle resources.

[0053] In a preferred embodiment, when the train is running normally, the transponder antenna host obtains the position information inside the transponder from the transponder antenna and sends the processed position information to the data conversion module. After receiving the processed position information, the data conversion module checks whether the on-board ATP module is working properly. If the on-board ATP module is working properly, the first determination module is used to determine the area occupied by the train; otherwise, the second determination module is used to determine the area occupied by the train.

[0054] In one embodiment, the step of using the first determination module to determine the train's occupied area specifically includes: the data conversion module converts the processed location information and sends it to the onboard ATP module and the switch simultaneously; the onboard ATP module combines speed sensors, accelerometers, and radar to calculate the train's current location information in real time; at this time, the resource management system simultaneously receives safe positioning data sent by the onboard ATP module and unsafe positioning data sent by the switch; the resource management system automatically filters out the unsafe positioning data and tracks the train's location information in real time based on the safe positioning data and determines the train's occupied area, and then sends it to the train dispatching system to control the safe operation of the train; at the same time, the train dispatching system can use the safe positioning data to track the train's location information in real time and display it to facilitate the management center personnel to monitor the train's operation.

[0055] Alternatively, when the onboard ATP module is working properly, the data conversion module sends transponder data information only to the onboard ATP module, and the onboard ATP module sends the verified train safety positioning data to the resource management system in real time. After logical judgment, the resource management system obtains the area occupied by the train, and then forwards the train safety positioning data to the dispatching system through the data transmission system. The dispatching system uses the safety positioning data to track the train in real time and displays it.

[0056] In another embodiment, the use of the second determination module to determine the area occupied by the train specifically includes: the data conversion module converts the processed location information and sends it to the resource management system through the switch; the resource management system tracks the train location information in real time and determines the area occupied by the train based on the non-safe location data sent by the switch.

[0057] Specifically, when the onboard ATP module malfunctions, it will be unable to obtain the location information sent by the data conversion module, or it will be unable to perform further safety analysis and processing on the location information. The resource management system will receive the onboard ATP module malfunction information and the non-safe location data information sent directly by the data conversion module through the switch. After logical judgment and processing, it will determine the area occupied by the train and then forward it to the train dispatching system through the data transmission system. The train dispatching system can use the non-safe location data to display the area occupied by the train's current location.

[0058] Preferably, the resource management system tracks the train's location information in real time and determines the area occupied by the train based on the non-safe positioning data sent by the switch. Specifically, when the onboard ATP module fails, the resource management system sets a fixed safety envelope area Lf in front of the train and a safety envelope area Lr behind the train based on the most unfavorable engineering conditions. The range of the train's occupied driving resource area includes the driving resource area occupied in front of the train and the driving resource area occupied behind the train.

[0059] It is worth noting that when the train is in the event of a malfunction in the onboard ATP module, the train location information obtained by the resource management system and the train dispatching system is discontinuous. Therefore, the technical solution of the present invention is required to obtain accurate train location information.

[0060] On the one hand, the calculation steps for the traffic resource area occupied in front of the train include: starting from the current accurate mileage of the second transponder, the resource management system searches for the coordinates of other transponder devices recorded in the system along the direction of train operation. When the absolute difference between the accurate mileage of the third transponder and the second transponder is greater than or equal to the sum of the train length and the safety envelope area in front of the train, the range between the third transponder and the second transponder is the traffic resource area occupied in front of the train. The second transponder and the third transponder are arranged sequentially along the direction of train operation.

[0061] For example, such as Figure 2 As shown, when the train passes transponder B2, the resource management system determines that the train is near the location of transponder B2. Starting from the current precise mileage of transponder B2, the resource management system searches for the coordinates of other transponder devices within the system along the direction of travel. Before finding transponder B3, there may be 0 or more transponders in the system, but the absolute value of the difference between the coordinates of these transponders and the coordinates of transponder B2 is less than the sum of the train length and the safety envelope area ahead of the train (Lt+Lf). This process continues until the absolute difference between the precise mileage of transponders B3 and B2 is exactly greater than or equal to the sum of the train length and the safety envelope area ahead of the train. Then, the range between transponders B3 and B2 is the traffic resource area occupied ahead of the train.

[0062] On the other hand, the calculation steps for the driving resource area occupied behind the train include: starting from the current accurate mileage of the second transponder, the resource management system searches for the coordinates of other transponder devices recorded in the system in the opposite direction of train operation. When the absolute difference between the accurate mileage of the first transponder and the second transponder is greater than or equal to the sum of the train length and the safety envelope area behind the train, the range between the second transponder and the first transponder is the driving resource area occupied behind the train. The second transponder and the first transponder are arranged sequentially in the opposite direction of train operation.

[0063] For example, such as Figure 2As shown, starting from the current precise mileage of transponder B2, the resource management system searches for the coordinates of other transponder devices within the system in the opposite direction of travel. Before transponder B1 is found, there may be zero or more transponders in the system, but the absolute value of the difference between the coordinates of these transponders and the coordinates of transponder B2 is less than the sum of the train length and the safety envelope area behind the train (Lt+Lr). This continues until the absolute difference between the precise mileage of transponders B1 and B2 is found to be greater than or equal to the sum of the train length and the safety envelope area behind the train. Then, the range between transponders B1 and B2 is the travel resource area occupied behind the train.

[0064] At this point, the area from transponder B1 to B3 is identified by the system as the train's operational resource area and should be locked in the control logic to ensure the safe operation of the train.

[0065] It is worth noting that there may be zero or more transponders in the Lt+Lf area in front of and Lt+Lr behind the B2 transponder, but these transponders are not used as a condition for determining the area where the train is located, and therefore are not shown in the figure.

[0066] Furthermore, if the train is running ahead of a turnout section, and the switch machine controls the turnout to open the running line to the fourth transponder B4, when the train passes the second transponder B2, the resource management system searches for the coordinates of the transponder devices on the running line ahead of the train according to the direction of line opening. When the absolute difference between the precise mileage of the fourth transponder B4 and the second transponder B2 is found to be greater than or equal to the sum of the train length and the safety envelope area ahead of the train, then the range between the fourth transponder B4 and the second transponder B2 is the running resource area occupied ahead of the train, and the fourth transponder is located in the turnout section.

[0067] For example, such as Figure 3 As shown, the area between transponders B4 and B2 is the train's forward operating resource area. As previously stated, the area between transponders B1 and B2 is the train's rear operating resource area. This occupied operating resource area includes both the area in front of and behind the train. Therefore, the area from transponders B1 to B4 is considered by the system to be the train's occupied operating resource area and should be locked in the control logic to ensure the train's safe operation.

[0068] Furthermore, if the area behind the train is a turnout section, and the switch machine controls the turnout to open the running line to the fifth transponder, when the train passes the second transponder, the resource management system searches for the coordinates of the transponder devices on the running line behind the train according to the direction of the line opening. When the absolute difference between the precise mileage of the fifth transponder and the second transponder is found to be greater than or equal to the sum of the train length and the safety envelope area behind the train, then the range between the fifth transponder and the second transponder is the running resource area occupied behind the train, and the fifth transponder is located in the turnout section.

[0069] It is worth noting that if the turnout section is located in the opposite direction of train operation, the method for determining the area of ​​train operation resources occupied behind the train is the same as the logic when the turnout section is located in front of the train.

[0070] Furthermore, when the train reaches the end of the line, the resource management system searches for the coordinates of transponder devices on the line ahead of the train as the train passes the second transponder. If the absolute difference between all the retrieved transponder coordinates and the precise mileage of the second transponder is less than the sum of the train length and the safety envelope area ahead of the train, then the range from the second transponder to the line end is the train's running resource area ahead.

[0071] For example, such as Figure 4 As shown, the area from transponder B2 to the track terminal stop is considered the train's forward traffic resource area, while the area from transponder B1 to the track terminal stop is considered by the system as the traffic resource area occupied by the train and should be locked in the control logic to ensure the safe operation of the train.

[0072] Figure 2 , 3 In section 4, "1" represents the dispatching system, which can display the actual location of trains in normal operating conditions based on data provided by the resource management system through the network transmission system, and can also display the range of train resources occupied by faulty trains.

[0073] Figure 2 , 3 In section 4, "2" represents the resource management system, which is used for the control and management of vehicle resources.

[0074] Figure 2 , 3 In 4, "3" represents the network transmission system.

[0075] Figure 2 , 3 In section 4, "4" indicates the vehicle-to-ground wireless communication method, which includes non-safety location data transmitted by the faulty train to the asset management system.

[0076] Figure 2 ,3 In section 4, "5" represents the transponder, whose current absolute position information is written into its internal electronic components. When the train's transponder antenna passes over the transponder, the transponder is activated and sends the fixed absolute position data information to the transponder antenna.

[0077] Figure 3 The "6" in the middle represents a turnout, which is a component of the train operation line.

[0078] Figure 3 The number "7" in the middle represents a switch machine, which is an electrical device that controls the direction of the turnout.

[0079] Figure 4 The "8" in the middle represents a derailment, which is the end of the track and a barrier to prevent trains from running off the tracks.

[0080] This invention enables the onboard operation control subsystem (ATP functional part) to still transmit the absolute position information obtained from the transponder to the train dispatching system and resource management system even when the onboard operation control subsystem (ATP functional part) fails. This provides a feasible basis for the automatic fault handling by the train dispatching system and resource management system, or provides crucial information for dispatchers to handle faults manually. Compared with existing solutions, this invention can promptly inform the dispatching system and dispatchers of the current position information of the faulty train, thereby facilitating the organization of effective fault handling and operation recovery work. This invention can reduce operation recovery time in fault situations, improve the availability of train control systems based on the technology of vehicle-to-vehicle communication or autonomous train operation, and enhance the operational service level of the line.

[0081] Based on the same inventive concept, this invention also discloses a method for determining the area occupied by a train based on transponder location information, comprising: when a train is in the case of a failure of its onboard ATP module, determining the range of the area occupied by the currently faulty train in the operation resources based on the transponder location information through the train dispatching system and the resource management system.

[0082] The method embodiments described above can be implemented one-to-one with the aforementioned system embodiments, and will not be repeated here.

[0083] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A system for determining train occupancy areas based on transponder location information, characterized in that, include: A transponder is installed on the track on which the train travels and stores location information inside. When the on-board transponder antenna passes over the transponder, the transponder is activated and sends location information to the transponder antenna. The vehicle-mounted transponder antenna is a data transmission or reception terminal device installed on the bottom of the train, used to obtain location information from the transponder; The transponder antenna main unit is used to control the vehicle-mounted transponder antenna to receive and process location information; The data conversion module is used to convert the location information processed by the transponder antenna host and send it to the vehicle-mounted ATP module. The onboard ATP module is used to receive position information from the data conversion module and combine it with speed sensors, accelerometers, and radar to calculate the current position information of the train in real time, and determine the area occupied by the train based on the current position information of the train. When the train is running normally, the transponder antenna host obtains the position information inside the transponder from the transponder antenna and sends the position information to the data conversion module after processing. After receiving the processed position information, the data conversion module checks whether the on-board ATP module is working properly. If the on-board ATP module is working properly, the first determination module is used to determine the area occupied by the train; otherwise, the second determination module is used to determine the area occupied by the train. The method of using the first determination module to determine the area occupied by the train specifically includes: the data conversion module converts the processed location information and sends it to the on-board ATP module and the switch. At this time, the resource management system receives the safe positioning data sent by the on-board ATP module and the non-safe positioning data sent by the switch. The resource management system automatically filters out the non-safe positioning data and tracks the train's location information in real time based on the safe positioning data to determine the area occupied by the train. The method of using the second determination module to determine the area occupied by the train specifically includes: the data conversion module converts the processed location information and sends it to the resource management system through the switch; the resource management system tracks the train location information in real time and determines the area occupied by the train based on the non-safe location data sent by the switch.

2. The train occupancy area determination system based on transponder location information as described in claim 1, characterized in that, The resource management system tracks train location information in real time based on non-safe positioning data sent by the switch and determines the area occupied by the train. Specifically, when the on-board ATP module fails, the resource management system sets a fixed safety envelope area in front of the train and a safety envelope area behind the train based on the most unfavorable engineering conditions. The range of the train's occupied driving resource area includes the driving resource area in front of the train and the driving resource area behind the train.

3. The train occupancy area determination system based on transponder location information as described in claim 2, characterized in that, The calculation steps for the traffic resource area occupied in front of the train include: starting from the current accurate mileage of the second transponder, the resource management system searches for the coordinates of other transponder devices recorded in the system along the direction of train operation. When the absolute difference between the accurate mileage of the third transponder and the second transponder is greater than or equal to the sum of the train length and the safety envelope area in front of the train, the range between the third transponder and the second transponder is the traffic resource area occupied in front of the train. The second transponder and the third transponder are arranged sequentially along the direction of train operation.

4. The train occupancy area determination system based on transponder location information as described in claim 2, characterized in that, The calculation steps for the traffic resource area occupied behind the train include: starting from the current accurate mileage of the second transponder, the resource management system searches for the coordinates of other transponder devices recorded in the system in the opposite direction of train operation. When the absolute difference between the accurate mileage of the first transponder and the second transponder is greater than or equal to the sum of the train length and the safety envelope area behind the train, the range between the second transponder and the first transponder is the traffic resource area occupied behind the train. The second transponder and the first transponder are arranged sequentially in the opposite direction of train operation.

5. A train occupancy area determination system based on transponder location information as described in claim 2, characterized in that, If the train is running ahead of a turnout section, and the switch machine controls the turnout to open the running line to the fourth transponder, when the train passes the second transponder, the resource management system searches for the coordinates of the transponder devices on the running line ahead of the train according to the direction of the line opening. When the absolute difference between the precise mileage of the fourth transponder and the second transponder is found to be greater than or equal to the sum of the train length and the safety envelope area ahead of the train, then the range between the fourth transponder and the second transponder is the running resource area occupied ahead of the train, and the fourth transponder is located in the turnout section.

6. The train occupancy area determination system based on transponder location information as described in claim 2, characterized in that, If the area behind the train is a turnout section, and the switch machine controls the turnout to open the running line to the fifth transponder, when the train passes the second transponder, the resource management system searches for the coordinates of the transponder devices on the running line behind the train according to the direction of the line opening. When the absolute difference between the precise mileage of the fifth transponder and the second transponder is found to be greater than or equal to the sum of the train length and the safety envelope area behind the train, the range between the fifth transponder and the second transponder is the running resource area occupied behind the train, and the fifth transponder is located in the turnout section.

7. The train occupancy area determination system based on transponder location information as described in claim 2, characterized in that, When the train reaches the end of the line, the resource management system searches for the coordinates of transponder devices on the line ahead of the train as the train passes the second transponder. If the absolute difference between all the retrieved transponder coordinates and the precise mileage of the second transponder is less than the sum of the train length and the safety envelope area ahead of the train, then the range from the second transponder to the line end is the train's running resource area ahead.

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