Transponder wireless message processing method and device, electronic equipment and storage medium

Abstract

The invention relates to the technical field of rail transit control, and provides a transponder wireless message processing method and device, electronic equipment and a storage medium, and the method comprises the steps: receiving a transponder message sent by a passive transponder group; determining a transponder group identifier, a direction of the train passing through the transponder group and transponder group position information; determining that a transponder wireless message matched with the transponder group identifier is not received, and pre-judging the type of the transponder group; pre-judging a continuous triggering distance; and determining that a transponder wireless message matched with the transponder group identifier is received within the pre-judged continuous triggering distance, and obtaining real-time vehicle control data by utilizing the matched transponder wireless message. According to the train control system, a transponder wireless message continuous triggering mechanism is designed, when the vehicle-mounted equipment passes through the transponder group arranged on the ground, the wireless message which can be indexed by the transponder can still be legally used within the continuous triggering distance, the availability of the message is improved, and meanwhile the overall performance of the train control system is improved.

Description

Technical Field

[0001] The present invention belongs to the field of rail transit control technology, and in particular relates to a transponder wireless message processing method, device, electronic device and storage medium. Background Art

[0002] In the train control system of this case, the station data server compiles the transponder wireless message based on the received section direction information, route information and speed limit information, combined with the static line data stored locally. The station data server encrypts the transponder wireless message and then broadcasts it to the on-board equipment on the train through wireless communication equipment. When the train passes the passive transponder arranged on the ground, its on-board equipment obtains the unique identifier of the transponder, and uses this unique identifier to index the matching transponder wireless message from the received transponder wireless message, thereby obtaining real-time train control data.

[0003] Specifically, the station data server simultaneously compiles the transponder wireless messages that need to be sent within the control range of the entire station, and arranges the compiled transponder wireless messages into a large queue for continuous transmission. Therefore, for a single transponder, the transponder wireless message is not sent completely in real time. The transponder wireless message corresponding to a specific passive transponder can only be sent after a period of time.

[0004] The station data server does not send wireless messages in complete real-time, so when a train passes a certain passive transponder, the onboard equipment on it may have received the corresponding transponder wireless message, or may not have received the corresponding transponder wireless message. When the corresponding transponder wireless message is received, the onboard equipment uses the received wireless message to obtain real-time vehicle control data and controls the vehicle according to the real-time vehicle control data; when the corresponding transponder wireless message is not received, the onboard equipment performs relevant safety-side processing, such as vehicle control mode downgrade, output braking and other measures. After the train passes the ground transponder, even if the onboard equipment receives the corresponding transponder wireless message, it will no longer use it to obtain real-time vehicle control data.

[0005] The above-mentioned message processing method, which fails to match the wireless message in real time for relevant security-side processing, reduces the availability of the wireless message, thereby limiting the improvement of the overall performance of the train control system described in this case. Summary of the invention

[0006] To solve the above problems, the present disclosure provides a transponder wireless message processing method, system, electronic device and storage medium, which adopts a transponder wireless message continuation trigger mechanism to improve the availability of transponder wireless messages, thereby improving the performance of the train control system described in this case.

[0007] In a first aspect, a transponder wireless message processing method is provided, comprising:

[0008] When the train on which the vehicle is located passes through the passive balise group arranged on the ground, the on-board equipment receives the balise message sent by the passive balise group;

[0009] Determine the balise group identification, the direction in which the train passes through the balise group, and the balise group location information according to the balise message;

[0010] Determining that no transponder wireless message matching the transponder group identifier is received, and predicting the transponder group type;

[0011] Predict the continuation trigger distance according to the predicted balise group type and the direction in which the train passes through the balise group;

[0012] Within the predicted continuous trigger distance starting from the transponder group position, it is determined that a transponder wireless message matching the transponder group identifier is received, and real-time vehicle control data is obtained using the matching transponder wireless message.

[0013] Further, the transponder wireless message includes transponder group type information;

[0014] After determining that a transponder wireless message matching the transponder group identifier is received within a predetermined continuous trigger distance starting from the transponder group position, and before obtaining real-time vehicle control data using the matching transponder wireless message, the method further includes:

[0015] Obtaining transponder group type information from a matching transponder wireless message;

[0016] The on-board equipment determines the actual continuation trigger distance according to the determined direction of the train passing the balise group and the acquired balise group type;

[0017] Use matching transponder wireless messages to obtain real-time vehicle control data, including:

[0018] When the matching transponder wireless message is received within the actual continuous trigger distance starting from the transponder group position, the matching transponder wireless message is used to obtain real-time vehicle control data; otherwise, relevant safety side processing is performed.

[0019] Furthermore, the predicted transponder group type includes:

[0020] The type of balise group is predicted based on the balise [CTCS-1] track section information packet, the balise [ETCS-5] link information packet and the balise identification, wherein the balise [CTCS-1] track section information packet is the information contained in the balise wireless message received when the ground passive balise group was previously passed, and the balise [ETCS-5] link information packet is the information contained in the balise message received when the ground passive balise group is currently passed.

[0021] Further, according to the predicted type of the balise group and the determined direction of the train passing the balise group, the continuation trigger distance is predicted, including:

[0022] From the stored balise group types, directions and corresponding continuation trigger distance calculation methods, search for a continuation trigger distance calculation method that matches the predicted balise group type and the direction in which the train passes through the balise group, and use the found continuation trigger distance calculation method to predict the continuation trigger distance.

[0023] Furthermore, the on-board device determines the actual continuation trigger distance according to the determined direction of the train passing the balise group and the acquired balise group type, including:

[0024] From the stored balise group types, directions and corresponding continuation trigger distance calculation methods, search for the continuation trigger distance calculation method that matches the acquired balise group type and the direction in which the train passes through the balise group, and use the searched continuation trigger distance calculation method to determine the actual continuation trigger distance.

[0025] Further, the transponder group arranged on the ground includes part or all of the following transponder groups:

[0026] Section balise Q, station entry balise JZ, anti-station entry balise FJZ, station exit balise CZ, anti-station exit balise FCZ, advance balise YG, anti-advance balise FYG and route balise JL; among which:

[0027] Q is arranged at a position D1 meter outside the section signal, and at least one Q transponder is set for every two block sections;

[0028] JZ and FJZ are arranged D2 meters inside the section signal outside the station entry signal;

[0029] CZ and FCZ are arranged D3 meters outside the exit signal;

[0030] YG and FYG are arranged at D4 meters inside the second block partition protection signal outside the station entry signal;

[0031] JL is arranged outside the approach signal, D5 meters away from the inside of the station signal;

[0032] Among them, D1, D2, D3, D4 and D5 are determined according to the response time of the train control system and the maximum operating speed of the train.

[0033] Further, after determining that no transponder wireless message matching the transponder group identifier is received and the transponder group type cannot be predicted, the method further includes:

[0034] Determine the vehicle's safe tolerance operating distance;

[0035] Within the vehicle-mounted safety tolerance running distance starting from the transponder group position, it is determined that a transponder wireless message matching the transponder group identifier is received, and real-time vehicle control data is obtained using the matching transponder wireless message.

[0036] Furthermore, within the vehicle-mounted safe tolerance operating distance starting from the transponder group position, after determining that a transponder wireless message matching the transponder group identifier is received, and before obtaining real-time vehicle control data using the received transponder wireless message, the method further includes:

[0037] Obtaining transponder group type information from a matching transponder wireless message;

[0038] Determine the actual continuation trigger distance of the wireless message of the transponder according to the determined direction of the train passing the transponder group and the acquired type of the transponder group;

[0039] The method of obtaining real-time vehicle control data by using the received matching transponder wireless message includes:

[0040] When the matching transponder wireless message is received within the actual continuous trigger distance starting from the transponder group position, the matching transponder wireless message is used to obtain real-time vehicle control data; otherwise, relevant safety side processing is performed.

[0041] Furthermore, the stored transponder group type, direction and corresponding continuation trigger distance calculation method are as follows:

[0042] The continuation trigger distance corresponding to the positive direction of the interval transponder Q is 0;

[0043] The continuous trigger distance corresponding to the forward direction of the station entry transponder JZ is the distance between the transponder and the station entry signal;

[0044] The continuation trigger distance corresponding to the reverse direction of the inbound transponder JZ is the distance from the transponder to the first transponder providing line data in front of the exit;

[0045] The forward corresponding continuous trigger distance of the anti-entry balise FJZ is the distance from the balise to the first balise group providing line data in front of the exit;

[0046] The continuous trigger distance corresponding to the reverse direction of the anti-station entry balise FJZ is the distance between the balise and the station entry signal;

[0047] The continuous trigger distance corresponding to the positive direction of the outbound balise CZ is the distance from the balise to the outbound signal machine;

[0048] The continuation trigger distance corresponding to the reverse direction of the outbound balise CZ is the distance from the balise to the reverse outbound balise on the same track;

[0049] The continuation trigger distance corresponding to the positive direction of the anti-outbound balise FCZ is the distance from the balise to the outbound balise on the same track;

[0050] The continuation trigger distance corresponding to the reverse direction of the anti-departure balise FCZ is the distance from the balise to the anti-departure signal machine;

[0051] The continuous trigger distance of the forward response of the advance transponder YG is the distance from this transponder to the station-entering transponder ahead;

[0052] The continuation trigger distance corresponding to the reverse direction of the warning transponder Y is 0;

[0053] The continuation trigger distance of the positive response of the anti-announcement transponder FYG is 0;

[0054] The continuous trigger distance of the positive response of the counter-announcement balise FYG is the distance from this balise to the station-entry balise ahead;

[0055] The continuous trigger distance of the positive response of the route transponder JL is the distance between the transponder and the route signal.

[0056] In a second aspect, a transponder wireless message processing device is provided, comprising: a receiving unit, a determining unit, a transponder group type pre-judgment unit, a continuation trigger distance pre-judgment unit and a wireless message processing unit; wherein:

[0057] A receiving unit, used for receiving a balise message sent by a passive balise group when the train passes by the passive balise group arranged on the ground;

[0058] A determination unit, used to determine the balise group identification, the direction in which the train passes through the balise group, and the position information of the passive balise group according to the balise message;

[0059] a transponder group type pre-judgment unit, configured to determine that no transponder wireless message matching the transponder group identifier has been received, and pre-judgment the transponder group type;

[0060] A continuation trigger distance prediction unit, used to determine the predicted continuation trigger distance according to the predicted balise group type, track section information and the direction in which the train passes the balise group;

[0061] The wireless message processing unit is used to determine that a transponder wireless message matching the transponder group identifier is received within a predetermined continuous trigger distance starting from the transponder group position, and obtain real-time vehicle control data using the matching transponder wireless message.

[0062] In a third aspect, an electronic device is provided, comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus;

[0063] Memory, used to store computer programs;

[0064] The processor is used to implement the above method steps when executing the program stored in the memory.

[0065] In a fourth aspect, a computer storage medium is provided, wherein a computer program is stored in the computer storage medium, and the computer program implements the above method steps when executed by a processor.

[0066] Compared with the prior art, the present invention has the following advantages:

[0067] The present invention discloses a transponder wireless message continuation trigger mechanism. When the on-board equipment has passed a transponder group arranged on the ground, the wireless message indexable by the transponder can still be legally used within the continuation trigger distance. After exceeding the continuation trigger distance, the on-board equipment cannot use the wireless message indexable by the transponder, thereby improving the availability of the message and the overall performance of the train control system described in this case.

[0068] Other features and advantages of the present disclosure will be described in the following description, and partly become apparent from the description, or be understood by implementing the present disclosure. The purpose and other advantages of the present disclosure can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] In order to more clearly illustrate the embodiments of the present disclosure or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0070] Figure 1 A schematic diagram of a transponder wireless message processing flow according to an embodiment of the present disclosure is shown;

[0071] Figure 2 Another schematic diagram of transponder wireless message processing flow according to an embodiment of the present disclosure is shown;

[0072] Figure 3 A schematic diagram of the position of a section transponder group according to an embodiment of the present disclosure is shown;

[0073] Figure 4 A schematic diagram of the position of an inbound transponder group according to an embodiment of the present disclosure is shown;

[0074] Figure 5 A schematic diagram of the location of an outbound transponder group according to an embodiment of the present disclosure is shown;

[0075] Figure 6 A schematic diagram of the position of a group of anticipating transponders according to an embodiment of the present disclosure is shown;

[0076] Figure 7 A schematic diagram of the position of an approach transponder group according to an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0077] In order to make the purpose, technical solution and advantages of the embodiments of the present disclosure clearer, the technical solution in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present disclosure.

[0078] Figure 1 A schematic diagram of a transponder wireless message processing flow according to an embodiment of the present disclosure is shown. Figure 1 As shown, the message processing method of the embodiment of the present disclosure includes the following steps:

[0079] Step 101: When the train on which the vehicle is located passes through a passive balise group arranged on the ground, the onboard device receives a balise message sent by the balise group.

[0080] When the train passes the current passive balise group, it can obtain the [ETCS-5] link information packet pre-written into the passive balise. The [ETCS-5] link information packet here is not sent through the wireless channel, but is directly written into the physical passive balise. The format of the information packet is shown in Table 1. The D_LINK field in the link information packet describes the "distance to the next link balise group", that is, the distance from the currently passing balise group to the next balise group. Based on the [ETCS-5] link information packet, the on-board equipment can determine the position of the passive balise, and the position of the balise can be used as the train position, and the starting point of the continuation trigger distance is also determined.

[0081] Table 1 Transponder [ETCS-5] Link Information Packet

[0082]

[0083] When the train passes the current passive balise, the onboard equipment has the section information described by the balise [CTCS-1] track section information package. This section information package is the information contained in the balise wireless message received when the ground passive balise group passed before, and a certain information coverage and redundancy are designed based on the system. The D_SIGNAL field in the balise [CTCS-1] package describes the distance between the starting point of the running section and the balise, and the NID_SIGNAL field describes the attributes of the track section. The balise [CTCS-1] track section information package is shown in Table 2.

[0084] Table 2 [CTCS-1] Track section information package

[0085]

[0086]

[0087] Step 102: The onboard equipment determines the balise group identifier, the direction in which the train passes through the balise group, and the balise group location information according to the balise message.

[0088] It should be noted that passive balises can be arranged individually or in groups based on actual scenario requirements. For interval balises, for the convenience of describing the technical solution, both grouped balises and individually arranged balises are described as balise groups in this disclosure. For those arranged in groups, the direction of the train passing through the balise group can be determined to be forward or reverse by the order of receiving balise messages and the number in the balise group; for those arranged individually, the direction of passing through the balise group is specified to be forward.

[0089] Step 103: The vehicle-mounted device determines whether a transponder wireless message matching the transponder group identifier is received; if so, execute step 110; if not, execute step 104;

[0090] Here, the station data server compiles and encrypts the transponder wireless message containing the transponder group type and transponder group identification information based on the interlocking route information, temporary speed limit information, static line data, and satellite timing information, and sends the transponder wireless message to the on-board device via the wireless communication device.

[0091] Specifically, the vehicle-mounted device searches for a transponder wireless message that matches the transponder group identifier determined in step 102 from the received transponder wireless message. If a match is found, it is determined that a transponder wireless message that matches the transponder group identifier has been received; if no match is found, it is determined that a transponder wireless message that matches the transponder group identifier has not been received.

[0092] Step 104: The vehicle-mounted device determines whether the transponder group type can be predicted; if so, step 105 is executed; if not, step 108 is executed;

[0093] Specifically, the onboard equipment predicts the type of balise group based on the balise [CTCS-1] track section information packet, [ETCS-5] link information packet and balise group identifier.

[0094] Specifically, the transponder group type prediction method shown in Table 3 can be used to predict the transponder group type. In Table 3, Q forward, CZ forward, CZ reverse, FCZ forward, FCZ reverse, YG reverse and FYG forward are transponder group types that cannot be predicted.

[0095] The transponder group type prediction method here is shown in Table 3.

[0096] Table 3 Transponder group type prediction method

[0097]

[0098]

[0099] Note 1: The train uses the N ID_S I GNAL field value 0110 = exit gate information described in the [CTCS-1] package to determine that it has passed the exit gate.

[0100] Step 105: The vehicle-mounted device predicts the type of the transponder group; then executes step 106;

[0101] Step 106: The onboard device predicts the continuation trigger distance according to the predicted transponder group type and the direction in which the train passes through the transponder group; then, step 107 is executed;

[0102] Specifically, the on-board equipment uses the stored transponder wireless message continuation trigger rules shown in Table 4 to find a continuation trigger distance calculation method that matches the predicted transponder group type and the direction in which the train passes through the transponder group, and uses the found continuation trigger distance calculation method to determine the predicted continuation trigger distance.

[0103] Table 4 Transponder wireless message continuation triggering rules

[0104]

[0105] NOTE 1 A transponder providing line data represents a transponder capable of indexing a wireless message containing line data.

[0106] Step 107: The vehicle-mounted device determines whether a transponder wireless message matching the transponder group identifier is received within the predicted continuous trigger distance starting from the transponder group position. If so, step 110 is executed; if not, step 109 is executed;

[0107] Step 108: The vehicle-mounted device determines whether a transponder wireless message matching the transponder group identifier is received within a safe tolerance operating distance starting from the transponder group position; if so, execute step 110; if not, execute step 109.

[0108] Step 109: The vehicle-mounted equipment performs relevant safety-related processing.

[0109] Step 110: The vehicle-mounted device obtains real-time vehicle control data using the matching transponder wireless message.

[0110] In the above embodiment, when it is determined that the transponder wireless message matching the transponder group identifier is not received, the transponder group type is pre-judged, and the pre-judged continuation trigger distance is determined in combination with the direction of the train passing through the transponder group; within the pre-judged continuation trigger distance, when it is determined that the transponder wireless message matching the transponder group identifier is received, the matching transponder wireless message is used to obtain real-time vehicle control data. This makes full use of the message received within the pre-judged continuation trigger distance, and compared with the existing method of not using the message received within the pre-judged continuation trigger distance to obtain real-time vehicle control data, the availability of the message is improved, which helps to improve the overall performance of the train control system described in this case.

[0111] In the event of an abnormality in the system, the predicted transponder group type may not match the actual transponder group type, which causes the predicted continuation trigger distance to be inaccurate. At the same time, not all transponder group types can be predicted. In order to obtain the actual continuation trigger distance, the on-board device needs to know the actual transponder group type, and the existing transponder wireless message does not contain the transponder group type. Therefore, in an embodiment of the present invention, in order to improve the accuracy of the use of transponder wireless messages on the basis of improving the availability of transponder wireless messages, the ground station data server changes the content of the wireless message, adds the transponder group type to the transponder wireless message, and then sends it to the on-board device. After the on-board device obtains the transponder wireless message that matches the transponder group identifier, the transponder group type can be obtained from the transponder wireless message, and the obtained transponder group type can be used to determine the actual continuation trigger distance, thereby performing operations to improve the message availability. The following is combined with Figure 3 The preferred transponder wireless message processing method is described in detail.

[0112] Figure 2 FIG. 4 shows another schematic diagram of a transponder wireless message processing flow according to an embodiment of the present disclosure. Figure 2 As shown, the message processing method of the embodiment of the present disclosure includes the following steps:

[0113] Step 201: When the train on which the vehicle is located passes through a passive transponder group arranged on the ground, the on-board device receives a transponder message sent by the transponder group.

[0114] Step 202: The onboard device determines the balise group identifier, the balise group position and the direction in which the train passes through the balise group according to the balise message.

[0115] Step 203: The vehicle-mounted device determines whether a transponder wireless message matching the transponder group identifier is received; if so, execute step 213; if not, execute step 204.

[0116] Step 204: The vehicle-mounted device determines whether the transponder group type can be predicted; if so, step 205 is executed; if not, step 208 is executed;

[0117] Step 205: The vehicle-mounted device predicts the type of the transponder group; then executes step 206;

[0118] Step 206: The vehicle-mounted device predicts the continuation trigger distance according to the predicted transponder group type and the direction in which the train passes through the transponder group; then, step 207 is executed;

[0119] Step 207: The vehicle-mounted device determines whether a transponder wireless message matching the transponder group identifier is received within the predicted continuous trigger distance starting from the transponder group position; if so, execute step 209; if not, execute step 214;

[0120] Step 208: The vehicle-mounted device determines whether a transponder wireless message matching the transponder group identifier is received within the safe tolerance operating distance starting from the transponder group position; if so, execute step 209; if not, execute step 214;

[0121] Step 209: the vehicle-mounted device obtains the transponder group type from the matching transponder wireless message; then executes step 210;

[0122] Step 210: the onboard device determines the actual continuation trigger distance of the transponder wireless message according to the determined direction of the train passing through the transponder group and the acquired transponder group type; then executes step 211;

[0123] From the stored balise group types, directions and corresponding continuation trigger distance calculation methods, search for the continuation trigger distance calculation method that matches the acquired balise group type and the direction in which the train passes through the balise group, and use the searched continuation trigger distance calculation method to determine the actual continuation trigger distance.

[0124] Step 211: the vehicle-mounted device determines whether the matching transponder wireless message is received within the actual continuous trigger distance starting from the transponder group position, if so, execute step 213; if not, execute step 212;

[0125] Step 212: The vehicle-mounted equipment performs relevant security processing.

[0126] Step 213: Use the matching transponder wireless message to obtain real-time vehicle control data.

[0127] Step 214: The vehicle-mounted device performs relevant safety-side processing, and then executes step 215;

[0128] Step 215: The vehicle-mounted device determines that a transponder wireless message matching the transponder group identifier is received, and then executes step 209.

[0129] The above method can be summarized as follows: the on-board equipment predicts the continuation trigger distance based on the current on-board redundant information transponder [CTCS-1] track section information package, and waits for the transponder wireless message within the predicted continuation trigger distance. If no valid transponder wireless message is received within this range, the on-board equipment will perform relevant safety side processing. When the on-board equipment does not have the conditions to judge the continuation trigger distance, it waits for the transponder wireless message within the on-board safety tolerance operating distance. If the safety tolerance operating distance is exceeded, the on-board equipment will perform relevant safety side processing. When the on-board equipment receives the transponder wireless message corresponding to the transponder group before the safety side processing, the transponder group type information is obtained from the corresponding transponder wireless message. The transponder group type information can be used for transponders of Q, JZ, FJZ, CZ, FCZ, YG, FYG, and JL types. When the vehicle-mounted device receives the transponder wireless message corresponding to the transponder group after safety-side processing, it can obtain the transponder group type information from the corresponding transponder wireless message, and continue to judge whether the continuation trigger conditions are met. If met, the matching transponder wireless message is used to obtain real-time vehicle control data; if not met, safety-side processing is performed.

[0130] According to the acquired balise group type and the direction in which the train passes the balise, it is determined whether the current wireless message reception meets the continuation trigger distance. If so, the wireless message can be used to obtain real-time train control data.

[0131] The method of the embodiment of the present disclosure involves the setting and arrangement of a passive transponder. The setting and arrangement of the passive transponder in the embodiment of the present disclosure are explained below.

[0132] The train control system described in this case only has passive balises on the ground, and no active balises. Passive balises are arranged in groups at stations and near stations, and only single passive balises are required in sections. The balise group number is used to distinguish each balise in the group. For example, a group of balises consists of two single balises, and the group numbers are set to 1 and 2. When a train passes through a passive balise, the on-board equipment will receive the balise group number. The scenario in which the train first passes balise No. 1 in the group and then balise No. 2 in the group is defined as the train passing through the balise group in the forward direction. In this scenario, the on-board equipment can only use wireless messages marked as forward (the information indicating the direction is included in the balise wireless message); the scenario in which the train first passes balise No. 2 in the group and then balise No. 1 in the group is defined as the train passing through the balise group in the reverse direction. In this scenario, the on-board equipment can only use wireless messages marked as reverse (the information indicating the direction is included in the balise wireless message). Since the on-board equipment only updates the transponder wireless message at the station, the train has only one direction to run from a station to a section (the train can pass the transponder from two directions when running within the station). The train can lock the transponder wireless message using only a single section transponder number, so only a single passive transponder is deployed in the section.

[0133] like Figure 4 As shown, the transponder group marked with a vertical line is numbered 1 within the transponder group, and the transponder group not marked with a vertical line is numbered 2 within the transponder group. If the transponder group contains more than two transponders, each individual transponder is numbered in sequence.

[0134] Based on the passive transponder layout, ground transponders are classified into interval transponders (marked as Q), station transponders (marked as JZ), reverse station transponders (marked as FJZ), advance station transponders (marked as YG), reverse advance station transponders (marked as FYG) and route transponders (marked as JL). The layout of the passive transponder determines the triggering time of the transponder wireless message.

[0135] The section transponder Q is arranged at D1 meter outside the section signal, and at least one Q transponder is set for every two block sections to ensure that the train can update the section data in the section. The station entry transponder JZ and the anti-station entry transponder FJZ are arranged at D2 meters inside the section signal outside the station entry signal. The exit transponders CZ and FCZ are arranged at D3 meters outside the exit signal. The D1, D2, and D3 parameters of the transponder setting are determined according to factors such as system response time and the maximum operating speed of the train.

[0136] The section transponder Q is arranged at a position D1 meter outside the section signal machine, such as Figure 3 As shown. Since the train has received the balise wireless message of the entire section when it departs from the station, the train will not receive the balise wireless message in the section, so the continuation trigger distance of the section balise is configured as 0 meters.

[0137] The station entry transponder JZ is arranged at the position D2 meters inside the section signal outside the station entry signal. Figure 4 As shown, the train passes through the JZ balise and enters the station, triggering the forward balise wireless message. When the train passes through the JZ balise and continues to run to the continuation trigger distance of the station entry signal, if the track circuit code between the section signal and the X station entry signal remains unchanged, the JZ balise wireless message sent by the station data server also remains unchanged. Therefore, the balise wireless message received by the on-board equipment during this process can be used as train control data. If the track circuit code changes, the on-board equipment will perform corresponding safety side processing.

[0138] When the train passes the JZ balise and exits the station, it triggers a reverse balise wireless message. During the continuation triggering distance between the train passing the JZ balise and the first balise providing line data in the section, the departure direction of the departure section remains unchanged, and the content of the reverse balise wireless message corresponding to the JZ balise remains unchanged. Therefore, during this process, the on-board equipment receives the balise wireless message and can use it as vehicle control data.

[0139] The anti-station entry balise FJZ is arranged at a position D2 meters outside the station entry signal and outside the section signal. Figure 4 As shown, the train passes through the FJZ balise and enters the station, triggering the reverse balise wireless message. When the train passes through the FJZ balise and continues to run to the XN station entry signal within the continued triggering distance, if the track circuit code between the section signal and the XN station entry signal remains unchanged, the FJZ balise wireless message sent by the station data server also remains unchanged. Therefore, the balise wireless message received by the on-board equipment during this process can be used as train control data. If the track circuit code changes, the on-board equipment will perform corresponding safety side processing.

[0140] When the train passes the FJZ balise and exits the station, it triggers the forward balise wireless message. During the continuation triggering distance when the train passes the FJZ balise and continues to run to the first balise that provides line data in the section, the departure direction of the departure section remains unchanged, and the content of the forward balise wireless message corresponding to the FJZ balise remains unchanged. Therefore, during this process, the on-board equipment receives the balise wireless message and can use it as vehicle control data.

[0141] The outbound transponder CZ is arranged at a position D3 meters outside the outbound signal. Figure 5As shown, the train passes through the X3 signal external CZ transponder triggering the forward transponder wireless message. When the train passes through the X3 signal external CZ transponder and continues to run to the X3 exit signal within the continued triggering distance, if the track circuit code of the section where the CZ transponder is located remains unchanged, the X3 exit signal external CZ transponder wireless message sent by the station data server also remains unchanged. Therefore, during this process, the on-board equipment receives the transponder wireless message and can use it as vehicle control data. If the track circuit code changes, the on-board equipment will perform corresponding safety side processing.

[0142] In the scenario where the train passes through the station on the siding, when the train passes the CZ transponder arranged outside the X3 exit signal, a reverse transponder wireless message will be triggered. This message is consistent with the reverse transponder wireless message triggered by the FCZ transponder arranged outside the S3 exit signal and is sent synchronously. When the train passes through the CZ and runs within the FCZ continuation trigger distance, if the track circuit code remains unchanged, the CZ transponder wireless message outside the X3 exit signal sent by the station data server also remains unchanged. Therefore, during this process, the on-board equipment receives the transponder wireless message and can use it as vehicle control data. If the track circuit code changes, the on-board equipment will perform corresponding safety side processing.

[0143] The anti-departure balise FCZ is arranged at D3 meters outside the departure signal. Figure 5 As shown, the train passes through the S3 signal external FCZ balise triggering the reverse balise wireless message. When the train passes through the S3 signal external FCZ balise and continues to run to the S3 exit signal within the continued triggering distance, if the track circuit code of the section where the FCZ balise is located remains unchanged, the S3 exit signal external FCZ balise wireless message sent by the station data server also remains unchanged. Therefore, during this process, the on-board equipment receives the balise wireless message and can use it as train control data. If the track circuit code changes, the on-board equipment will perform corresponding safety side processing.

[0144] In the scenario where the train passes through the station on the siding, when the train passes the FCZ transponder arranged outside the S3 exit signal, it will trigger the forward transponder wireless message. This message is consistent with the forward transponder wireless message triggered by the CZ transponder arranged outside the X3 exit signal and is sent synchronously. When the train passes the FCZ and runs within the CZ continuation trigger distance, if the track circuit code remains unchanged, the FCZ transponder wireless message outside the S3 exit signal sent by the station data server also remains unchanged. Therefore, during this process, the on-board equipment receives the transponder wireless message and can use it as vehicle control data. If the track circuit code changes, the on-board equipment will perform corresponding safety side processing.

[0145] The advance balise YG is installed at D4 meters inside the second block partition protection signal outside the station entry signal. Figure 6As shown, the train passes the YG transponder and enters the station, triggering the forward transponder wireless message. When the train passes the YG transponder and continues to run to the continuation trigger distance of the station transponder JZ, if the track circuit code of the first and second block sections outside the station signal remains unchanged, the YG transponder wireless message sent by the station data server also remains unchanged. Therefore, the transponder wireless message received by the on-board equipment during this process can be used as train control data. If the track circuit code changes, the on-board equipment will perform corresponding safety side processing.

[0146] When the train departs from the section where the X signal is located, the train passes through the YG transponder and triggers the reverse transponder wireless message. Since the YG transponder wireless message sent at this time has been received in the station, there is no need to update it in the section, and the continuation trigger distance is 0.

[0147] The anti-warning balise FYG is installed D4 meters outside the second block partition protection signal outside the station entry signal. Figure 6 As shown, the train enters the station through the FYG balise and triggers the reverse balise wireless message. When the train passes the YG balise and continues to run to the continuation trigger distance of the station entry balise JZ, if the track circuit code of the first and second block sections outside the station entry signal remains unchanged, the YG balise wireless message sent by the station data server also remains unchanged. Therefore, the balise wireless message received during this process can be used as train control data. If the track circuit code changes, the onboard equipment will perform corresponding safety side processing.

[0148] When the train departs from the section where the XN signal is located, the train passes through the FYG transponder and triggers the forward transponder wireless message. Since the FYG transponder wireless message sent at this time has been received in the station, there is no need to update it in the section, and the continuation trigger distance is 0.

[0149] For semi-automatic block sections, the YG balise can also be arranged in the same block section as the JZ balise, and the setting rules for the continuation trigger distance of the balise wireless message remain unchanged.

[0150] The route transponder JL is arranged outside the route signal, D5 meters away from the inside of the station signal. Figure 7 As shown, the train passes through the JL balise, triggering the forward balise wireless message. When the train passes through the JL balise and continues to run to the XL route signal within the continued triggering distance, if the section track circuit code between the JL balise and the XL route signal remains unchanged, the JL balise wireless message sent by the station data server also remains unchanged. Therefore, the balise wireless message received during this process can be used as train control data. If the track circuit code changes, the onboard equipment will perform corresponding safety-side processing. The JL route balise does not trigger the reverse balise wireless message for the time being.

[0151] The wireless message processing method in the embodiment of the present disclosure improves the availability of messages in the spatial dimension, and can also be used in combination with the requirements of other dimensions in actual use. For example, it can be used in combination with the time dimension. Regarding the time dimension, for example: in order to ensure the security of information, the availability of messages is limited in the time dimension: in order to ensure that the vehicle can accurately and timely obtain the transponder wireless message, the vehicle-mounted device will strictly check the timeliness of the wireless message when receiving the transponder wireless message, and the timed wireless message will be discarded immediately.

[0152] When used in conjunction with the time dimension requirement, the timeliness of the wireless message may be checked first, and if it has not timed out, the solution of the embodiment of the present disclosure may be used to process the wireless message to determine its spatial availability.

[0153] Based on the above disclosed content, the present invention also provides a transponder wireless message processing device, including: a receiving unit, a determining unit, a transponder group type pre-judgment unit, a continuation trigger distance pre-judgment unit and a wireless message processing unit; wherein:

[0154] A receiving unit, used for receiving a balise message sent by a passive balise group when the train passes by the passive balise group arranged on the ground;

[0155] A determination unit, used to determine the balise group identification, the direction in which the train passes through the balise group, and the position information of the passive balise group according to the balise message;

[0156] a transponder group type pre-judgment unit, configured to determine that no transponder wireless message matching the transponder group identifier has been received, and pre-judgment the transponder group type;

[0157] A continuation trigger distance prediction unit, used to determine the predicted continuation trigger distance according to the predicted balise group type, track section information and the direction in which the train passes the balise group;

[0158] The wireless message processing unit is used to determine that a transponder wireless message matching the transponder group identifier is received within a predetermined continuous trigger distance starting from the transponder group position, and obtain real-time vehicle control data using the matching transponder wireless message.

[0159] Based on the above disclosed content, the present invention also provides an electronic device accordingly. The electronic device of an embodiment of the present invention includes at least one electrically connected processor and at least one storage medium, the storage medium is electrically connected to the processor, wherein the storage medium stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can perform the method as described above.

[0160] Based on the same inventive concept, the present invention also provides a storage medium, which stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the method as described above.

[0161] Although the present disclosure has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present disclosure.

Claims

1. A transponder wireless message processing method, characterized in that: include: When the train on which the vehicle is located passes through the passive balise group arranged on the ground, the on-board equipment receives the balise message sent by the passive balise group; Determine the balise group identification, the direction in which the train passes through the balise group, and the balise group location information according to the balise message; Determining that no transponder wireless message matching the transponder group identifier is received, and predicting the transponder group type; Predict the continuation trigger distance according to the predicted balise group type and the direction in which the train passes through the balise group; Within the predicted continuous trigger distance starting from the transponder group position, it is determined that a transponder wireless message matching the transponder group identifier is received, and real-time vehicle control data is obtained using the matching transponder wireless message.

2. The method according to claim 1, characterized in that The transponder wireless message contains transponder group type information; After determining that a transponder wireless message matching the transponder group identifier is received within a predetermined continuous trigger distance starting from the transponder group position, and before obtaining real-time vehicle control data using the matching transponder wireless message, the method further includes: Obtaining transponder group type information from a matching transponder wireless message; The on-board equipment determines the actual continuation trigger distance according to the determined direction of the train passing the balise group and the acquired balise group type; Use matching transponder wireless messages to obtain real-time vehicle control data, including: When the matching transponder wireless message is received within the actual continuous trigger distance starting from the transponder group position, the matching transponder wireless message is used to obtain real-time vehicle control data; otherwise, relevant safety side processing is performed.

3. The method according to claim 1, characterized in that Predictive transponder group types include: The type of balise group is predicted based on the balise [CTCS-1] track section information packet, the balise [ETCS-5] link information packet and the balise identification, wherein the balise [CTCS-1] track section information packet is the information contained in the balise wireless message received when the ground passive balise group was previously passed, and the balise [ETCS-5] link information packet is the information contained in the balise message received when the ground passive balise group is currently passed.

4. The method according to claim 1, characterized in that According to the predicted type of balise group and the direction in which the train passes through the balise group, the continuation trigger distance is predicted, including: From the stored balise group types, directions and corresponding continuation trigger distance calculation methods, search for a continuation trigger distance calculation method that matches the predicted balise group type and the direction in which the train passes through the balise group, and use the found continuation trigger distance calculation method to predict the continuation trigger distance.

5. The method according to claim 2, characterized in that: The on-board equipment determines the actual continuation trigger distance according to the direction of the train passing the balise group and the acquired balise group type, including: From the stored balise group types, directions and corresponding continuation trigger distance calculation methods, search for the continuation trigger distance calculation method that matches the acquired balise group type and the direction in which the train passes through the balise group, and use the searched continuation trigger distance calculation method to determine the actual continuation trigger distance.

6. The method according to any one of claims 1 to 5, characterized in that: The transponder group arranged on the ground includes some or all of the following transponder groups: Section balise Q, inbound balise JZ, counter inbound balise FJZ, outbound balise CZ, counter outbound balise FCZ, advance balise YG, counter advance balise FYG and route balise JL; among which: Q is arranged at a position D1 meter outside the section signal, and at least one Q transponder is set for every two block sections; JZ and FJZ are arranged D2 meters inside the section signal outside the station entry signal; CZ and FCZ are arranged D3 meters outside the exit signal; YG and FYG are arranged at D4 meters inside the second block partition protection signal outside the station entry signal; JL is arranged outside the approach signal, D5 meters away from the inside of the station signal; Among them, D1, D2, D3, D4 and D5 are determined according to the response time of the train control system and the maximum operating speed of the train.

7. The method according to claim 1, characterized in that After determining that no transponder wireless message matching the transponder group identifier is received and the transponder group type cannot be predicted, the method further includes: Determine the vehicle's safe tolerance operating distance; Within the vehicle-mounted safety tolerance running distance starting from the transponder group position, it is determined that a transponder wireless message matching the transponder group identifier is received, and real-time vehicle control data is obtained using the matching transponder wireless message.

8. The method according to claim 7, characterized in that After determining that a transponder wireless message matching the transponder group identifier is received within the vehicle-mounted safe tolerance operating distance starting from the transponder group position, and before obtaining real-time vehicle control data by using the received transponder wireless message, the method further includes: Obtaining transponder group type information from a matching transponder wireless message; Determine the actual continuation trigger distance of the wireless message of the transponder according to the determined direction of the train passing the transponder group and the acquired type of the transponder group; The method of obtaining real-time vehicle control data by using the received matching transponder wireless message includes: When the matching transponder wireless message is received within the actual continuous trigger distance starting from the transponder group position, the matching transponder wireless message is used to obtain real-time vehicle control data; otherwise, relevant safety side processing is performed.

9. The method according to claim 4 or 5, characterized in that: The stored transponder group type, direction and corresponding continuation trigger distance calculation method are: The continuation trigger distance corresponding to the positive direction of the interval transponder Q is 0; The continuous trigger distance corresponding to the forward direction of the station entry transponder JZ is the distance between the transponder and the station entry signal; The continuation trigger distance corresponding to the reverse direction of the inbound transponder JZ is the distance from the transponder to the first transponder providing line data in front of the exit; The forward corresponding continuous trigger distance of the anti-entry balise FJZ is the distance from the balise to the first balise group providing line data in front of the exit; The continuous trigger distance corresponding to the reverse direction of the anti-station entry balise FJZ is the distance between the balise and the station entry signal; The continuous trigger distance corresponding to the positive direction of the outbound balise CZ is the distance from the balise to the outbound signal machine; The continuation trigger distance corresponding to the reverse direction of the outbound balise CZ is the distance from the balise to the reverse outbound balise on the same track; The continuation trigger distance corresponding to the positive direction of the anti-outbound balise FCZ is the distance from the balise to the outbound balise on the same track; The continuation trigger distance corresponding to the reverse direction of the anti-departure balise FCZ is the distance from the balise to the anti-departure signal machine; The continuous trigger distance of the forward response of the advance transponder YG is the distance from this transponder to the station-entering transponder ahead; The continuation trigger distance corresponding to the reverse direction of the warning transponder Y is 0; The continuation trigger distance of the positive response of the anti-announcement transponder FYG is 0; The continuous trigger distance of the positive response of the counter-announcement balise FYG is the distance from this balise to the station-entry balise ahead; The continuous trigger distance of the positive response of the route transponder JL is the distance between the transponder and the route signal.

10. A transponder wireless message processing device, characterized in that: include: A receiving unit, a determining unit, a transponder group type pre-judgment unit, a continuation trigger distance pre-judgment unit and a wireless message processing unit; wherein: A receiving unit, used for receiving a balise message sent by a passive balise group when the train passes by the passive balise group arranged on the ground; A determination unit, used to determine the balise group identification, the direction in which the train passes through the balise group, and the position information of the passive balise group according to the balise message; a transponder group type pre-judgment unit, configured to determine that no transponder wireless message matching the transponder group identifier has been received, and pre-judgment the transponder group type; A continuation trigger distance prediction unit, used to determine the predicted continuation trigger distance according to the predicted balise group type, track section information and the direction in which the train passes the balise group; The wireless message processing unit is used to determine that a transponder wireless message matching the transponder group identifier is received within a predetermined continuous trigger distance starting from the transponder group position, and obtain real-time vehicle control data using the matching transponder wireless message.

11. An electronic device, characterized in that: It includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; Memory, used to store computer programs; A processor, for implementing the method steps described in any one of claims 1 to 9 when executing a program stored in a memory.

12. A computer storage medium, characterized in that: The computer storage medium stores a computer program, and when the computer program is executed by a processor, the method steps described in any one of claims 1 to 9 are implemented.

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