Transponder wireless message processing methods, apparatus, electronic devices and storage media

Abstract

This disclosure relates to the field of rail transit control technology, and provides a transponder wireless message processing method, apparatus, electronic device, and storage medium. The method includes: receiving transponder messages sent by a passive transponder group; determining the transponder group identifier, the direction of train passing through the transponder group, and the transponder group location information; determining that no transponder wireless message matching the transponder group identifier has been received, and predicting the transponder group type; predicting the extended trigger distance; within the predicted extended trigger distance, determining that a transponder wireless message matching the transponder group identifier has been received, and obtaining real-time train control data using the matching transponder wireless message. A transponder wireless message extended trigger mechanism is designed, so that when the on-board equipment has passed the ground-deployed transponder group, within the extended trigger distance, the received transponder-indexable wireless message can still be legally used, improving message availability and also improving the overall performance of the train control system described in this case.

Description

Technical Field

[0001] This disclosure belongs to the field of rail transit control technology, and in particular relates to transponder wireless message processing methods, devices, electronic equipment and storage media. Background Technology

[0002] In this train control system, the station data server, based on the received section direction information, route information, and speed limit information, and in conjunction with locally stored static track data, compiles transponder wireless messages. The station data server encrypts the transponder wireless messages and then broadcasts them to the onboard equipment on the train via wireless communication equipment. As the train passes the passive transponders deployed on the ground, its onboard equipment obtains the transponder's unique identifier. Using this unique identifier, it indexes the matching transponder wireless messages from the received transponder wireless messages, 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 entire station's control range, and arranges the compiled transponder wireless messages into a large queue for continuous transmission. Therefore, for a single transponder, the transponder wireless messages are not transmitted in real time; the transponder wireless messages corresponding to a specific passive transponder can only be transmitted at intervals.

[0004] The station data server's incomplete real-time wireless message transmission means that when a train passes a specific passive transponder, its onboard equipment may or may not have received the corresponding transponder's wireless message. Upon receiving the message, the onboard equipment uses it to obtain real-time train control data and controls the train accordingly. If the message is not received, the onboard equipment performs relevant safety-side actions, such as downgrading the train control mode or applying braking. After the train passes a ground transponder, even if the onboard equipment receives the corresponding transponder's wireless message, it will no longer use it to obtain real-time train control data.

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

[0006] To address the aforementioned issues, this disclosure provides a transponder wireless message processing method, system, electronic device, and storage medium. By employing a transponder wireless message continuation triggering mechanism, the availability of transponder wireless messages can be improved, thereby enhancing the performance of the train control system described in this case.

[0007] Firstly, a transponder wireless message processing method is provided, including:

[0008] When the train passes by a group of passive transponders deployed on the ground, the onboard equipment receives transponder messages sent by the passive transponder group.

[0009] The transponder group identifier, the direction in which the train passes the transponder group, and the location information of the transponder group are determined based on the transponder message.

[0010] If no transponder radio message matching the transponder group identifier is received, the transponder group type is predicted.

[0011] Based on the predicted transponder group type and the determined direction of the train passing through the transponder group, the predicted triggering distance is determined;

[0012] Within a predicted continuous triggering distance starting from the transponder group location, 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] Furthermore, the transponder radio message contains transponder group type information;

[0014] Within a predetermined extended triggering distance starting from the transponder group's location, after determining that a transponder wireless message matching the transponder group identifier has been received, and before obtaining real-time vehicle control data using the matching transponder wireless message, the method further includes:

[0015] Obtain transponder group type information from the matched transponder radio message;

[0016] The onboard equipment determines the actual continuous triggering distance based on the direction in which the train passes the transponder group and the type of transponder group acquired.

[0017] Real-time vehicle control data is obtained using matched transponder wireless messages, including:

[0018] If a matching transponder wireless message is received within the actual continuous triggering distance starting from the location of the transponder group, real-time vehicle control data is obtained using the matching transponder wireless message; otherwise, relevant safety-side processing is performed.

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

[0020] Based on the transponder [CTCS-1] track segment information packet, the transponder [ETCS-5] link information packet, and the transponder identifier, the transponder group type is predicted. The transponder [CTCS-1] track segment information packet contains information from the transponder radio messages received when passing through a previous ground passive transponder group, and the transponder [ETCS-5] link information packet contains information from the transponder messages received when currently passing through a ground passive transponder group.

[0021] Furthermore, based on the predicted transponder group type and the determined direction of the train passing the transponder group, the predicted extended triggering distance is calculated, including:

[0022] From the stored transponder group types, directions, and corresponding extended trigger distance calculation methods, find the extended trigger distance calculation method that matches the predicted transponder group type and the direction in which the train passes through the transponder group. Use the found extended trigger distance calculation method to predict the extended trigger distance.

[0023] Furthermore, the onboard equipment determines the actual sustained trigger distance based on the determined direction of the train passing through the transponder group and the type of transponder group acquired, including:

[0024] From the stored transponder group types, directions, and corresponding extended trigger distance calculation methods, find the extended trigger distance calculation method that matches the acquired transponder group type and the direction in which the train passes through the transponder group. Use the found extended trigger distance calculation method to determine the actual extended trigger distance.

[0025] Furthermore, the transponder groups deployed on the ground include some or all of the following transponder groups:

[0026] The transponders are: section transponder Q, arrival transponder JZ, reverse arrival transponder FJZ, departure transponder CZ, reverse departure transponder FCZ, advance warning transponder YG, reverse advance warning transponder FYG, and route transponder JL; among which:

[0027] Q transponders are positioned D1 meters outside the section signal, with at least one Q transponder installed for every two block sections;

[0028] JZ and FJZ are positioned at a distance D2 meters inside the signal in the section outside the entrance signal;

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

[0030] YG and FYG are positioned at a distance of D4 meters inside the second block section protection signal outside the entrance signal;

[0031] JL is positioned outside the approach signal, at a distance of D5 meters from the inside of the station approach signal;

[0032] Among them, D1, D2, D3, D4 and D5 are determined based on the train control system response time and the train's maximum operating speed.

[0033] Furthermore, when it is determined that no transponder radio message matching the transponder group identifier has been 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 safety tolerance operating distance starting from the location of the transponder group, it is determined that a transponder wireless message matching the identifier of the transponder group has been received, and real-time vehicle control data is obtained by using the matching transponder wireless message.

[0036] Furthermore, within the vehicle-mounted safety tolerance operating distance originating from the transponder group location, after determining that a transponder radio message matching the transponder group identifier has been received, and before obtaining real-time vehicle control data using the received transponder radio message, the method further includes:

[0037] Obtain transponder group type information from the matched transponder radio message;

[0038] Based on the determined direction of the train passing through the transponder group and the type of transponder group obtained, the actual continuous triggering distance of the transponder wireless message is determined;

[0039] The method of obtaining real-time vehicle control data by receiving matching transponder wireless messages includes:

[0040] If a matching transponder wireless message is received within the actual continuous triggering distance starting from the location of the transponder group, real-time vehicle control data is obtained using the matching transponder wireless message; otherwise, relevant safety-side processing is performed.

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

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

[0043] The continuous triggering distance corresponding to the positive direction of the entry transponder JZ is the distance between the transponder and the entry signal.

[0044] The reverse triggering distance corresponding to 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-facing continuous triggering distance corresponding to the reverse entry transponder FJZ is the distance from the transponder to the first transponder group providing line data in front of the exit.

[0046] The reverse triggering distance corresponding to the reverse entry transponder FJZ is the distance between the transponder and the entry signal.

[0047] The continuous triggering distance corresponding to the CZ direction of the exit transponder is the distance from the transponder to the exit signal;

[0048] The continued triggering distance corresponding to the outbound transponder CZ in the reverse direction is the distance from the transponder to the reverse outbound transponder on the same track.

[0049] The continued triggering distance corresponding to the positive direction of the outbound transponder FCZ is the distance from the transponder to the outbound transponder on the same track.

[0050] The reverse triggering distance corresponding to the FCZ of the reverse exit transponder is the distance from the transponder to the reverse exit signal;

[0051] The continued triggering distance of the forward response of the YG transponder is the distance from this transponder to the preceding incoming transponder;

[0052] The warning response Y-axis indicates that the continued triggering distance is 0.

[0053] The continued triggering distance of the FYG anti-warning transponder in the positive direction is 0;

[0054] The continued triggering distance of the anti-warning transponder FYG in the positive direction is the distance from this transponder to the preceding incoming transponder;

[0055] The continued triggering distance of the route transponder JL in the positive direction is the distance between the transponder and the route signal.

[0056] Secondly, a transponder wireless message processing apparatus is provided, comprising: a receiving unit, a determining unit, a transponder group type prediction unit, a continuous triggering distance prediction unit, and a wireless message processing unit; wherein:

[0057] The receiving unit is used to receive transponder messages sent by the passive transponder group when the train passes by the passive transponder group arranged on the ground.

[0058] The determination unit is used to determine the transponder group identifier, the direction in which the train passes the transponder group, and the location information of the passive transponder group based on the transponder message;

[0059] The transponder group type prediction unit is used to determine that no transponder radio message matching the transponder group identifier has been received, and to predict the transponder group type.

[0060] The extended trigger distance prediction unit is used to determine the predicted extended trigger distance based on the predicted transponder group type, track section information, and the direction in which the train passes the transponder group.

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

[0062] Thirdly, an electronic device is provided, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0063] Memory, used to store computer programs;

[0064] When a processor executes a program stored in memory, it implements the above method steps.

[0065] Fourthly, a computer storage medium is provided, wherein a computer program is stored therein, and the computer program, when executed by a processor, implements the above-described method steps.

[0066] Compared with the prior art, this disclosure has the following advantages:

[0067] This disclosure designs a transponder wireless message continuation triggering mechanism. When the vehicle-mounted equipment has passed the ground-deployed transponder group, it can still legally use the wireless message indexable by the transponder within the continuation triggering distance. After the continuation triggering distance is exceeded, the vehicle-mounted equipment can no longer use the wireless message indexable by the transponder, thereby improving the availability of the message and also improving the overall performance of the train control system described in this case.

[0068] Other features and advantages of this disclosure will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the disclosure. The objects and other advantages of this disclosure may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0069] To more clearly illustrate the technical solutions in the embodiments of this disclosure 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 some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[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 A schematic diagram of another transponder wireless message processing flow according to an embodiment of the present disclosure is shown;

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

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

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

[0075] Figure 6 A schematic diagram showing the location of a pre-announcement transponder group according to an embodiment of the present disclosure is shown;

[0076] Figure 7 A schematic diagram of the location of a route transponder group according to an embodiment of the present disclosure is shown. Detailed Implementation

[0077] To make the objectives, technical solutions, and advantages of the embodiments of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

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

[0079] Step 101: When the train passes the passive transponder group arranged on the ground, the on-board equipment receives the transponder message sent by the transponder group.

[0080] When the train passes the current passive transponder group, it can obtain the [ETCS-5] link information packet pre-written into the passive transponder. This [ETCS-5] link information packet is not transmitted via the wireless channel but is directly written into the physical passive transponder. Its packet format is shown in Table 1. The D_LINK field in this link information packet describes the "distance to the next linked transponder group," that is, the distance from the currently passed transponder group to the next transponder group. Based on the [ETCS-5] link information packet, the onboard equipment can determine the position of the passive transponder, which can be used as the train's position, and also determines the starting point of the continued triggering distance.

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

[0082]

[0083] When the train passes the current passive transponder, the onboard equipment possesses the section information described in the transponder [CTCS-1] track section information packet. This section information packet contains information received from the transponder radio messages when the train passed the previous group of ground passive transponders, and is designed with certain information coverage and redundancy. The D_SIGNAL field in the transponder [CTCS-1] packet describes the distance between the starting point of the preceding section and the transponder, and the NID_SIGNAL field describes the attributes of the track section. The transponder [CTCS-1] track section information packet is shown in Table 2.

[0084] Table 2 [CTCS-1] Track Section Information Package

[0085]

[0086]

[0087] Step 102: The onboard equipment determines the transponder group identifier, the direction in which the train passes the transponder group, and the location information of the transponder group based on the transponder message.

[0088] It should be noted that passive transponders can be deployed individually or in groups based on actual scenario requirements. While individual transponders are deployed separately, this disclosure refers to both individually and grouped transponders as transponder groups for ease of description. For grouped transponders, the direction of train passage through the transponder group can be determined by the order in which transponder messages are received and the transponder group's number; for individually deployed transponders, the direction of passage through the transponder group is always forward.

[0089] Step 103: The vehicle-mounted equipment determines whether it has received a transponder radio message that matches the transponder group identifier; if yes, proceed to step 110; if no, proceed to step 104.

[0090] Here, the station data server, based on interlocking route information, temporary speed limit information, static line data, and satellite timing information, compiles and encrypts transponder wireless messages containing transponder group type and transponder group identification information, and sends these transponder wireless messages to the onboard equipment through wireless communication devices.

[0091] Specifically, the vehicle-mounted equipment searches for a transponder wireless message that matches the transponder group identifier determined in step 102 from the received transponder wireless messages. If a match is found, it is determined that a transponder wireless message matching the transponder group identifier has been received; if no match is found, it is determined that no transponder wireless message matching the transponder group identifier has been received.

[0092] Step 104: The on-board equipment determines whether the transponder group type can be predicted; if yes, proceed to step 105; if no, proceed to step 108.

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

[0094] Specifically, the transponder group type can be predicted using the transponder group type prediction method shown in Table 3. In Table 3, the transponder group types 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 method for predicting the type of transponder group is shown in Table 3.

[0096] Table 3. Method for Predicting Transponder Group Type

[0097]

[0098]

[0099] Note 1: The train uses the N ID_S I GNAL field value 0110 described in the

CTCS-1

[0100] Step 105: The onboard equipment determines the transponder group type; then proceed to step 106;

[0101] Step 106: The onboard equipment determines the continued triggering distance based on the predicted transponder group type and the direction in which the train passes the transponder group; then, proceed to step 107.

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

[0103] Table 4. Transponder Wireless Message Continuation Trigger Rules

[0104]

[0105] Note 1: A transponder that provides line data represents a transponder that can index radio messages, and the radio messages contain line data.

[0106] Step 107: Within the predicted continuous triggering distance starting from the transponder group location, the vehicle-mounted equipment determines whether it receives a transponder wireless message that matches the transponder group identifier. If yes, proceed to step 110; otherwise, proceed to step 109.

[0107] Step 108: Within the safe tolerance operating distance starting from the transponder group location, the vehicle-mounted equipment determines whether it receives a transponder radio message that matches the transponder group identifier; if yes, proceed to step 110; if no, proceed to step 109.

[0108] Step 109: Perform relevant safety-side processing on the vehicle-mounted equipment.

[0109] Step 110: The onboard equipment obtains real-time vehicle control data using the matching transponder wireless messages.

[0110] In the above embodiments, when it is determined that no transponder radio message matching the transponder group identifier has been received, the transponder group type is predicted, and the predicted extension trigger distance is determined in conjunction with the direction the train passes through the transponder group. Within the predicted extension trigger distance, when it is determined that a transponder radio message matching the transponder group identifier has been received, real-time train control data is obtained using the matching transponder radio message. This fully utilizes the messages received within the predicted extension trigger distance, which, compared to existing methods that do not use messages received within the predicted extension trigger distance to obtain real-time train control data, improves message availability and contributes to the overall performance improvement of the train control system described in this case.

[0111] In the event of a system malfunction, the predicted transponder group type may not match the actual transponder group type, leading to inaccurate predictions of the extended trigger distance. Furthermore, not all transponder group types can be predicted. To obtain the actual extended trigger distance, the onboard equipment needs to know the actual transponder group type. However, existing transponder radio messages do not include the transponder group type. Therefore, in this embodiment of the invention, to improve both the availability and accuracy of transponder radio messages, the ground station data server modifies the radio message content by adding the transponder group type to the message before sending it to the onboard equipment. After the onboard equipment receives a transponder radio message matching the transponder group identifier, it can obtain the transponder group type from the message and use this type to determine the actual extended trigger distance, thereby improving message availability. The following section will further explain... Figure 3 This preferred transponder wireless message processing method is described in detail.

[0112] Figure 2 A schematic diagram of another transponder wireless message processing flow according to an embodiment of the present disclosure is shown, such as... Figure 2 As shown, the message processing method of this disclosure includes the following steps:

[0113] Step 201: When the train passes the passive transponder group arranged on the ground, the on-board equipment receives the transponder message sent by the transponder group.

[0114] Step 202: The onboard equipment determines the transponder group identifier, transponder group location, and the direction in which the train passes the transponder group based on the transponder message.

[0115] Step 203: The on-board equipment determines whether it has received a transponder radio message that matches the transponder group identifier; if yes, proceed to step 213; if no, proceed to step 204.

[0116] Step 204: The on-board equipment determines whether the transponder group type can be predicted; if yes, proceed to step 205; if no, proceed to step 208.

[0117] Step 205: The onboard equipment determines the transponder group type; then proceed to step 206;

[0118] Step 206: The onboard equipment determines the continued triggering distance based on the predicted transponder group type and the direction in which the train passes the transponder group; then, proceed to step 207.

[0119] Step 207: Within the predicted continuous triggering distance starting from the transponder group location, the vehicle-mounted equipment determines whether it receives a transponder radio message that matches the transponder group identifier; if yes, proceed to step 209; if no, proceed to step 214.

[0120] Step 208: Within the safe tolerance operating distance starting from the transponder group location, the vehicle-mounted equipment determines whether it has received a transponder radio message that matches the transponder group identifier; if yes, proceed to step 209; if no, proceed to step 214.

[0121] Step 209: The onboard equipment obtains the transponder group type from the matched transponder radio message; then proceeds to step 210;

[0122] Step 210: The on-board equipment determines the actual continuous triggering distance of the transponder radio message based on the determined direction of the train passing through the transponder group and the type of transponder group obtained; then proceeds to step 211.

[0123] From the stored transponder group types, directions, and corresponding extended trigger distance calculation methods, find the extended trigger distance calculation method that matches the acquired transponder group type and the direction in which the train passes through the transponder group. Use the found extended trigger distance calculation method to determine the actual extended trigger distance.

[0124] Step 211: The vehicle-mounted equipment determines whether the matching transponder wireless message is received within the actual continuous triggering distance starting from the location of the transponder group. If yes, proceed to step 213; otherwise, proceed to step 212.

[0125] Step 212: Perform relevant safety-side processing on the vehicle-mounted equipment.

[0126] Step 213: Obtain real-time vehicle control data using the matching transponder wireless messages.

[0127] Step 214: The on-board equipment performs relevant safety-side processing, and then proceeds to step 215;

[0128] Step 215: The on-board equipment determines that it has received a transponder radio message that matches the transponder group identifier, and then proceeds to step 209.

[0129] In summary, the above method is as follows: The onboard equipment predicts the continued triggering distance based on the existing redundant information transponders [CTCS-1] track section information packets, and waits for transponder radio messages within the predicted continued triggering distance. If no valid transponder radio message is received within this range, the onboard equipment will perform relevant safety-side processing. When the onboard equipment does not have the conditions to determine the continued triggering distance, it waits for transponder radio messages within the onboard safe tolerance operating distance. If the safe tolerance operating distance is exceeded, the onboard equipment will perform relevant safety-side processing. When the onboard equipment receives the transponder radio message corresponding to the transponder group before safety-side processing, it obtains the transponder group type information from the corresponding transponder radio message. This transponder group type information can be used for transponder types Q, JZ, FJZ, CZ, FCZ, YG, FYG, and JL. When the on-board equipment receives the transponder radio message corresponding to the transponder group after processing on the safety side, it can obtain the transponder group type information from the corresponding transponder radio message and continue to determine whether the continuation triggering conditions are met. If the conditions are met, real-time vehicle control data can be obtained by using the matching transponder radio message; otherwise, safety side processing is performed.

[0130] Based on the type of transponder group and the direction in which the train passes the transponder, determine whether the reception of the current wireless message meets the requirements of the continued triggering distance. If it does, the wireless message can be used to obtain real-time train control data.

[0131] The method of this disclosure involves the setting and arrangement of passive transponders, and the setting and arrangement of passive transponders in the embodiments of this disclosure will be described below.

[0132] The train control system described in this case only uses passive transponders on the ground, without active transponders. Passive transponders are deployed in groups at and near stations, while only single passive transponders are needed in the sections between stations. Each transponder within a group is identified by its group number; for example, a group consists of two single transponders, numbered 1 and 2. When a train passes a passive transponder, the onboard equipment receives the group number. A scenario where the train passes transponder number 1 first and then transponder number 2 is defined as the train passing the transponder group in the forward direction. In this scenario, the onboard equipment can only use the radio messages identified as forward (the direction information is included in the transponder radio messages); a scenario where the train passes transponder number 2 first and then transponder number 1 is defined as the train passing the transponder group in the reverse direction. In this scenario, the onboard equipment can only use the radio messages identified as reverse (the direction information is included in the transponder radio messages). Since the onboard equipment only updates the transponder radio messages at the station, and there is only one direction for the train to run from a station to a section (the train can pass the transponder from two directions while running within the station), the train can lock the transponder radio message using only a single section transponder number. Therefore, only a single passive transponder is deployed in the section.

[0133] like Figure 4 As shown, the transponders marked with a vertical line are numbered 1 in the transponder group, and the transponders without a vertical line are numbered 2 in the transponder group. If a transponder group contains more than two transponders, each individual transponder is numbered sequentially.

[0134] Based on the placement of passive transponders, ground transponders are classified into section transponders (identified as Q), inbound transponders (identified as JZ), reverse inbound transponders (identified as FJZ), advance inbound transponders (identified as YG), reverse advance inbound transponders (identified as FYG), and route transponders (identified as JL). The placement of passive transponders determines the triggering timing of transponder radio messages.

[0135] The section transponder Q is positioned D1 meters outside the section signal, with at least one Q transponder installed for every two block sections to ensure trains can update section data. The entry transponder JZ and the reverse entry transponder FJZ are positioned D2 meters inside the section signal, outside the entry signal. The exit transponders CZ and FCZ are positioned D3 meters outside the exit signal. The D1, D2, and D3 parameters for the transponders are determined based on factors such as system response time and maximum train operating speed.

[0136] The section transponder Q is positioned D1 meters outside the section signal, such as... Figure 3 As shown. Since the train has already received the transponder radio messages for the entire section when it departs from the station, the train will not receive transponder radio messages within the section. Therefore, the continued triggering distance of the section transponder is configured to 0 meters.

[0137] The entrance transponder JZ is positioned at a distance D2 meters inside the entrance signal, in the section outside the entrance signal. Figure 4 As shown, when a train passes the JZ transponder to enter the station, it triggers a forward transponder radio message. As the train continues its journey past the JZ transponder to the entrance signal, within the extended triggering distance, if the track circuit code in the approach section between the section signal and the X entrance signal remains unchanged, the JZ transponder radio message sent by the station data server also remains unchanged. Therefore, during this process, the transponder radio message received by the onboard equipment can be used as train control data. If the track circuit code changes, the onboard equipment will perform corresponding safety-side processing.

[0138] When a train passes the JZ transponder and triggers a reverse transponder wireless message upon departure, the departure direction of the train remains unchanged during the extended triggering distance from the JZ transponder to the first transponder in the section that provides line data. The content of the reverse transponder wireless message corresponding to the JZ transponder remains unchanged. Therefore, during this process, the on-board equipment can use the transponder wireless message received as train control data.

[0139] The reverse entry transponder FJZ is positioned at a distance D2 meters outside the entry signal in the section outside the entry signal, such as... Figure 4 As shown, when a train passes the FJZ transponder to enter the station, it triggers a reverse transponder radio message. As the train continues its journey past the FJZ transponder to the XN entrance signal, within the extended triggering distance, if the track circuit code in the approach section between the section signal and the XN entrance signal remains unchanged, the FJZ transponder radio message sent by the station data server also remains unchanged. Therefore, during this process, the onboard equipment receives the transponder radio message and can use it as train control data. If the track circuit code changes, the onboard equipment will perform corresponding safety-side processing.

[0140] When a train passes the FJZ transponder and triggers a forward transponder radio message upon departure, the departure direction of the train remains unchanged during the extended triggering distance from the FJZ transponder to the first transponder in the section that provides line data. The content of the forward transponder radio message corresponding to the FJZ transponder remains unchanged. Therefore, the on-board equipment can use the transponder radio message received during this process as train control data.

[0141] The exit transponder CZ is positioned D3 meters outside the exit signal, such as... Figure 5As shown, when the train passes the CZ transponder outside the X3 signal, it triggers a forward transponder radio message. As the train continues its journey past the CZ transponder outside the X3 signal and into the extended triggering distance of the X3 departure signal, if the track circuit code in the section where the CZ transponder is located remains unchanged, the radio message sent by the station data server to the CZ transponder outside the X3 departure signal also remains unchanged. Therefore, during this process, the onboard equipment receives the transponder radio message and can use it as train control data. If the track circuit code changes, the onboard equipment will perform corresponding safety-side processing.

[0142] When a train passes through a station on a siding, the CZ transponder located outside the X3 departure signal triggers a reverse transponder wireless message. This message is identical in content to the reverse transponder wireless message triggered by the FCZ transponder located outside the S3 departure signal and is sent synchronously. As the train moves from the CZ to within the FCZ's extended triggering distance, if the track circuit code remains unchanged, the CZ transponder wireless message sent by the station data server outside the X3 departure signal also remains unchanged. Therefore, during this process, the transponder wireless message received by the onboard equipment can be used as train control data. If the track circuit code changes, the onboard equipment will perform corresponding safety-side processing.

[0143] The reverse exit transponder FCZ is positioned at a distance D3 meters outside the exit signal, such as... Figure 5 As shown, when the train passes the FCZ transponder outside the S3 signal, it triggers a reverse transponder radio message. As the train continues its journey from the FCZ transponder outside the S3 signal to the extended triggering distance of the S3 departure signal, if the track circuit code in the section where the FCZ transponder is located remains unchanged, the radio message sent by the station data server to the FCZ transponder outside the S3 departure signal also remains unchanged. Therefore, during this process, the onboard equipment receives the transponder radio message and can use it as train control data. If the track circuit code changes, the onboard equipment will perform corresponding safety-side processing.

[0144] When a train passes through a station on a siding, a forward transponder radio message is triggered when the train passes the FCZ transponder located outside the S3 departure signal. This message is identical in content to and synchronously transmitted with the forward transponder radio message triggered by the CZ transponder located outside the X3 departure signal. As the train moves through the FCZ and into the CZ extension trigger range, if the track circuit code remains unchanged, the FCZ transponder radio message sent by the station data server also remains unchanged. Therefore, during this process, the onboard equipment receives the transponder radio message and can use it as train control data. If the track circuit code changes, the onboard equipment will perform corresponding safety-side processing.

[0145] The advance transponder YG is installed at a distance of D4 meters inside the second block section protection signal outside the entrance signal, such as... Figure 6As shown, when a train passes the YG transponder to enter the station, it triggers a forward transponder radio message. As the train continues its journey past the YG transponder to the JZ transponder, if the track circuit codes of the first and second block sections outside the entry signal remain unchanged, the YG transponder radio message sent by the station data server also remains unchanged. Therefore, during this process, the transponder radio message received by the onboard equipment can be used as train control data. If the track circuit codes change, the onboard equipment will perform corresponding safety-side processing.

[0146] When a train departs from the section where signal X is located, it triggers a reverse transponder radio message when passing the YG transponder. Since the YG transponder radio message sent at this time has already been received within the station, there is no need to update it in the section, and the continued triggering distance is 0.

[0147] The anti-warning transponder FYG is installed at a distance of D4 meters outside the second block section protection signal outside the entrance signal, such as... Figure 6 As shown, when a train passes the FYG transponder to enter the station, it triggers a reverse transponder radio message. As the train continues its journey past the YG transponder to the station entry transponder JZ, if the track circuit codes of the first and second block sections outside the entry signal remain unchanged, the YG transponder radio message sent by the station data server also remains unchanged. Therefore, the transponder radio message received during this process can be used as train control data. If the track circuit codes change, the onboard equipment will perform corresponding safety-side processing.

[0148] When a train departs from the section where the XN signal is located, it triggers a positive transponder radio message when it passes the FYG transponder. Since the FYG transponder radio message sent at this time has already been received within the station, there is no need to update it in the section, and the continued triggering distance is 0.

[0149] For semi-automatic block sections, YG transponders can also be deployed in the same block section as JZ transponders, and the setting rules for the trigger distance of the advance transponder radio message remain unchanged.

[0150] The route transponder JL is positioned outside the route signal, at a distance D5 meters from the inside of the entrance signal. Figure 7 As shown, when the train passes the JL transponder, it triggers a forward transponder radio message. As the train continues its journey past the JL transponder to the XL route signal, within the extended triggering distance, if the track circuit code between the JL transponder and the XL route signal remains unchanged, the JL transponder radio message sent by the station data server also remains unchanged. Therefore, the transponder radio 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 transponder does not trigger a reverse transponder radio message at this time.

[0151] The wireless message processing method in this embodiment improves message availability in the spatial dimension, and can also be used in conjunction with requirements of other dimensions in practical applications. For example, it can be used in conjunction with the time dimension. Regarding the time dimension, for example, to ensure information security, message availability is limited in the time dimension: to ensure that the vehicle can accurately and timely obtain transponder wireless messages, the vehicle equipment will strictly check the timeliness of the wireless messages when receiving them, and will immediately discard any expired wireless messages.

[0152] When combined with time-based requirements, the timeliness of the wireless message can be checked first. If it has not timed out, the solution of this embodiment can be used to process the wireless message and determine its spatial availability.

[0153] Based on the above disclosure, the present invention also provides a transponder wireless message processing apparatus, comprising: a receiving unit, a determining unit, a transponder group type prediction unit, a continuation trigger distance prediction unit, and a wireless message processing unit; wherein:

[0154] The receiving unit is used to receive transponder messages sent by the passive transponder group when the train passes by the passive transponder group arranged on the ground.

[0155] The determination unit is used to determine the transponder group identifier, the direction in which the train passes the transponder group, and the location information of the passive transponder group based on the transponder message;

[0156] The transponder group type prediction unit is used to determine that no transponder radio message matching the transponder group identifier has been received, and to predict the transponder group type.

[0157] The extended trigger distance prediction unit is used to determine the predicted extended trigger distance based on the predicted transponder group type, track section information, and the direction in which the train passes the transponder group.

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

[0159] Based on the above disclosure, the present invention also provides an electronic device. The electronic device of this embodiment includes at least one processor and at least one storage medium electrically connected to the processor. The storage medium is electrically connected to the processor, wherein the storage medium stores instructions executable 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 perform the method described above.

[0160] Based on the same inventive concept, the present invention also provides a storage medium storing instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the method as described above.

[0161] Although the present disclosure has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and such modifications or substitutions do not cause the essence of the corresponding technical solutions to 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 passes by a group of passive transponders deployed on the ground, the onboard equipment receives transponder messages sent by the passive transponder group. The transponder group identifier, the direction in which the train passes the transponder group, and the location information of the transponder group are determined based on the transponder message. If no transponder radio message matching the transponder group identifier is received, the transponder group type is predicted based on the transponder CTCS-1 track segment information packet, the transponder ETCS-5 link information packet, and the transponder group identifier. The transponder CTCS-1 track segment information packet contains information from the transponder radio message received when passing a previously passed ground passive transponder group, and the transponder ETCS-5 link information packet contains information from the transponder message received when passing a currently passed ground passive transponder group. The transponder ETCS-5 link information packet contains distance information from the currently passed transponder group to the next transponder group. Based on the predicted transponder group type and the determined direction of the train passing through the transponder group, the predicted triggering distance is determined; Within a predetermined extended triggering distance starting from the transponder group location, it is determined that a transponder wireless message matching the transponder group identifier has been received; Obtain transponder group type information from the matched transponder radio message; The onboard equipment determines the actual continuous triggering distance based on the direction in which the train passes the transponder group and the type of transponder group acquired. If a matching transponder wireless message is received within the actual continuous triggering distance starting from the location of the transponder group, real-time vehicle control data is obtained using the matching transponder wireless message; otherwise, relevant safety-side processing is performed.

2. The method according to claim 1, characterized in that, Based on the predicted transponder group type and the determined direction of the train passing through the transponder group, the predicted triggering distance is calculated, including: From the stored transponder group types, directions, and corresponding extended trigger distance calculation methods, find the extended trigger distance calculation method that matches the predicted transponder group type and the direction in which the train passes through the transponder group. Use the found extended trigger distance calculation method to predict the extended trigger distance.

3. The method according to claim 1, characterized in that, The onboard equipment determines the actual sustained trigger distance based on the determined direction of the train passing through the transponder group and the type of transponder group acquired, including: From the stored transponder group types, directions, and corresponding extended trigger distance calculation methods, find the extended trigger distance calculation method that matches the acquired transponder group type and the direction in which the train passes through the transponder group. Use the found extended trigger distance calculation method to determine the actual extended trigger distance.

4. The method according to any one of claims 1-3, characterized in that, Ground-based transponder groups may include some or all of the following transponder groups: The transponders are: section transponder Q, arrival transponder JZ, reverse arrival transponder FJZ, departure transponder CZ, reverse departure transponder FCZ, advance warning transponder YG, reverse advance warning transponder FYG, and route transponder JL; among which: Q transponders are positioned D1 meters outside the section signal, with at least one Q transponder installed for every two block sections; JZ and FJZ are positioned at a distance D2 meters inside the signal in the section outside the entrance signal; CZ and FCZ are positioned D3 meters outside the exit signal; YG and FYG are positioned at a distance of D4 meters inside the second block section protection signal outside the entrance signal; JL is positioned outside the approach signal, at a distance of D5 meters from the inside of the station approach signal; Among them, D1, D2, D3, D4 and D5 are determined based on the train control system response time and the train's maximum operating speed.

5. The method according to claim 1, characterized in that, When it is determined that no transponder radio message matching the transponder group identifier has been received, and the transponder group type cannot be predicted, the method further includes: Determine the vehicle's safe tolerance operating distance; Within the vehicle safety tolerance operating distance starting from the location of the transponder group, it is determined that a transponder wireless message matching the identifier of the transponder group has been received, and real-time vehicle control data is obtained by using the matching transponder wireless message.

6. The method according to claim 5, characterized in that, Within the vehicle-mounted safety tolerance operating distance originating from the transponder group location, after confirming the receipt of a transponder radio message matching the transponder group identifier, and before obtaining real-time vehicle control data using the received transponder radio message, the method further includes: Obtain transponder group type information from the matched transponder radio message; Based on the determined direction of the train passing through the transponder group and the type of transponder group obtained, the actual continuous triggering distance of the transponder wireless message is determined; Real-time vehicle control data is obtained by using the received, matching transponder wireless messages, including: If a matching transponder wireless message is received within the actual continuous triggering distance starting from the location of the transponder group, real-time vehicle control data is obtained using the matching transponder wireless message; otherwise, relevant safety-side processing is performed.

7. The method according to claim 2 or 3, characterized in that, The method for calculating the stored transponder group type, direction, and corresponding sustained trigger distance is as follows: The continuous triggering distance corresponding to the positive direction of the interval transponder Q is 0; The continuous triggering distance corresponding to the positive direction of the entry transponder JZ is the distance between the transponder and the entry signal. The reverse triggering distance corresponding to the inbound transponder JZ is the distance from the transponder to the first transponder providing line data in front of the exit. The forward-facing continuous triggering distance of the reverse entry transponder FJZ is the distance from the transponder to the first transponder group providing line data in front of the exit. The reverse triggering distance corresponding to the reverse entry transponder FJZ is the distance between the transponder and the entry signal. The continuous triggering distance corresponding to the CZ direction of the exit transponder is the distance from the transponder to the exit signal; The continued triggering distance corresponding to the outbound transponder CZ in the reverse direction is the distance from the transponder to the reverse outbound transponder on the same track. The continued triggering distance corresponding to the positive direction of the outbound transponder FCZ is the distance from the transponder to the outbound transponder on the same track. The reverse triggering distance corresponding to the FCZ of the reverse exit transponder is the distance from the transponder to the reverse exit signal; The continued triggering distance of the forward response of the YG transponder is the distance from this transponder to the preceding incoming transponder; The warning response Y-axis indicates that the continued triggering distance is 0. The continued triggering distance of the FYG anti-warning transponder in the positive direction is 0; The continued triggering distance of the anti-warning transponder FYG in the positive direction is the distance from this transponder to the preceding incoming transponder; The continued triggering distance of the route transponder JL in the positive direction is the distance between the transponder and the route signal.

8. A transponder wireless message processing device, characterized in that, The method for implementing claim 1 comprises: a receiving unit, a determining unit, a transponder group type prediction unit, a continuation trigger distance prediction unit, and a wireless message processing unit; wherein: The receiving unit is used to receive transponder messages sent by the passive transponder group when the train passes by the passive transponder group arranged on the ground. The determination unit is used to determine the transponder group identifier, the direction in which the train passes the transponder group, and the location information of the passive transponder group based on the transponder message; The transponder group type prediction unit is used to determine that no transponder radio message matching the transponder group identifier has been received, and to predict the transponder group type. The extended trigger distance prediction unit is used to determine the predicted extended trigger distance based on the predicted transponder group type, track section information, and the direction in which the train passes the transponder group. The wireless message processing unit is used to determine, within a predicted continuous triggering distance starting from the transponder group location, that a transponder wireless message matching the transponder group identifier has been received, and to obtain real-time vehicle control data using the matching transponder wireless message.

9. 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 through the communication bus; Memory, used to store computer programs; A processor, when executing a program stored in memory, implements the steps of the method described in any one of claims 1-7.

10. A computer storage medium, characterized in that, The computer storage medium stores a computer program, which, when executed by a processor, implements the steps of the method described in any one of claims 1-7.

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