A method, system, readable storage medium and electronic device for redundancy of messages of an active balise of an entrance signal

Abstract

The application discloses a kind of redundant methods, systems, readable storage medium and electronic equipment of entrance signal machine active transponder message, which contains: TCC sends route number information, route number corresponding head signal lighting state information and station equipment number information to TSRS;TSRS receives the information sent by TCC and sends it and temporary speed limit information to train on-board equipment;Train on-board equipment generates wireless train control curve in real time based on the route number information, route number corresponding head signal lighting state information, station equipment number information and temporary speed limit information sent by TSRS, combined with the route information called, and stores;When train runs to target transponder, if target transponder message is abnormal, and train on-board equipment successfully generates wireless train control curve in real time, train uses wireless train control curve in real time to enter route.Its advantages are: the method can effectively solve the problem of low operating efficiency caused by active transponder message sending exception.

Description

Technical Field

[0001] This invention relates to the field of train control technology, and in particular to a method, system, readable storage medium, and electronic device for redundancy of active transponder messages of an entry signal. Background Technology

[0002] In the field of railway train operation control, transponder-based train control systems, such as the CTCS-2 level train control system, have become a core technology for ensuring the safe and efficient operation of high-speed trains. This system uses a ground information transmission system comprised of the Train Control Center (TCC), the Ground Electronic Unit (LEU), and active transponders to dynamically send critical control information such as train operation permits, track parameters, and temporary speed limits to the train's onboard equipment. Based on this real-time and accurate information, the train generates a continuous speed control mode curve for the target distance, thereby achieving automatic driving or assisting the driver in safe operation, forming the safety cornerstone of high-density, high-speed railway transportation.

[0003] In practical applications, this technology system heavily relies on the continuous and reliable operation of ground equipment and the integrity of communication links. However, in actual operating environments, the train control center, ground electronic units, active transponders themselves, or the signal connection lines between them may fail due to equipment aging, external interference, extreme weather, or sudden hardware failures. Once such a failure occurs, the active transponder will be unable to receive the correct message sent by the LEU, and will instead send a default message stored within the active transponder to passing trains. The default message is usually designed with the most conservative safety guidance content, and the track data it contains often implies extremely low speed limits or the most unfavorable operating conditions.

[0004] Upon receiving the default message, the onboard computer typically identifies it as an anomaly or degraded information. Prioritizing absolute safety, the train control system immediately triggers a switch to partial monitoring mode (PS). Simultaneously, the system automatically applies maximum service braking, forcing the train to decelerate to an extremely low safe speed matching the default message, or even stop completely. While this safety mechanism theoretically prevents speeding hazards due to missing information and ensures operational safety, it comes at the cost of a sharp decline in operational efficiency.

[0005] On busy mainline railways, an unexpected braking or stop by a train due to receiving a default message can quickly trigger a chain reaction, disrupting the previously tight timetable and causing widespread delays to subsequent trains, severely disrupting transportation order. Furthermore, the troubleshooting and system recovery process often takes time; during this period, all trains passing through that section will repeatedly undergo the same degraded braking process, significantly reducing the section's throughput capacity. Therefore, a significant contradiction exists in existing technologies: the conflict between fault-safety protection achieved through default message mechanisms and the demands of high-density, high-punctuality operations in modern railways. How to effectively address ground equipment failures without sacrificing safety, reduce unnecessary interference with train operations, and improve system availability and operational efficiency has become a crucial technical problem urgently needing to be solved in this field.

[0006] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0007] Based on the aforementioned technical problems, the purpose of this invention is to provide a method, system, readable storage medium, and electronic device for redundancy of active transponder messages of entry signals. This method can effectively solve the problem of low operational efficiency caused by abnormal message transmission from active transponders of entry signals.

[0008] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0009] A method for redundancy of active transponder messages on an entry signal, comprising:

[0010] TCC sends route number information, the lighting status information of the starting signal corresponding to the route number, and station equipment number information to TSRS;

[0011] The TSRS receives information sent by the TCC and sends it, along with temporary speed limit information, to the train's onboard equipment.

[0012] The train's onboard equipment generates and stores a wireless real-time train operation control curve based on the route number information sent by TSRS, the starting signal light status information corresponding to the route number, the station equipment number information, and the temporary speed limit information, combined with the route information it calls.

[0013] When the train reaches the target transponder, if the target transponder message is abnormal and the train's onboard equipment successfully generates a wireless real-time train control curve, the train will use the wireless real-time train control curve for its route. The target transponder is an active transponder for the station entry signal.

[0014] Optionally, the target responder message anomaly includes at least one of the following:

[0015] The train received the default message sent by the target transponder;

[0016] The train did not receive either the default message or the non-default message from the target transponder.

[0017] Optionally, if the train receives a default message from the target transponder and the train's onboard equipment fails to generate a wireless real-time train control curve, the train will switch to partial monitoring mode and output the maximum service braking.

[0018] Optionally, if the train does not receive the default message and non-default message sent by the target transponder, and the train's onboard equipment successfully generates a wireless real-time train control curve, the train will use the wireless real-time train control curve for its route.

[0019] Optionally, if the train does not receive the default and non-default messages sent by the target transponder, and the train's onboard equipment fails to generate a wireless real-time train control curve, the train will switch to partial monitoring mode and output the maximum service braking.

[0020] Optionally, when the train's onboard equipment generates a wireless real-time train operation control curve, it can call up the route information in the route information table.

[0021] Optionally, if the train's onboard equipment does not receive route information and temporary speed limit information from the TSRS, the train's onboard equipment will not generate a wireless real-time train control curve. In the event of an abnormal target transponder message, the train will switch to partial monitoring mode and output the maximum service braking.

[0022] Optionally, when the target transponder message is normal, the target transponder sends a non-default message to the train.

[0023] Optionally, if the train receives a non-default message from the target transponder, the train will use the non-default message information for its route, regardless of whether the train's onboard equipment successfully generates a wireless real-time train control curve.

[0024] Optionally, the process for the target responder to have a non-default message is as follows:

[0025] Based on the route information, the TCC calculates and generates a non-default message for the active transponder of the entry signal, and forwards the non-default message to the active transponder of the entry signal through the LEU.

[0026] Optional, non-default messages may include:

[0027] Transponder link information, line speed information, track section information, and temporary speed limit information.

[0028] Optionally, a redundancy system for active transponder messages of an entry signal is provided to implement the aforementioned redundancy method for active transponder messages of an entry signal, wherein the redundancy system comprises:

[0029] The target transponder is used to send message information to the train, and the target transponder is an active transponder of the station entry signal;

[0030] TCC is used to send route number information, the lighting status information of the starting signal corresponding to the route number, and the station equipment number information.

[0031] TSRS, which communicates with TCC, is used to receive route number information, the starting signal status information corresponding to the route number, and station equipment number information sent by TCC.

[0032] The train's onboard equipment is connected to the TSRS. The TSRS sends route number information, the status information of the starting signal corresponding to the route number, station equipment number information, and temporary speed limit information to the train's onboard equipment. This allows the train's onboard equipment to generate a wireless real-time train control curve based on the information sent by the TSRS and the route information it calls. When the train reaches the target transponder, it selects a train control strategy according to preset logic based on the status of the messages received from the target transponder and whether the wireless real-time train control curve has been successfully generated.

[0033] Optionally, the message information includes default messages and non-default messages.

[0034] Optional, also includes:

[0035] The LEU connects to both the TCC and the active transponder of the entry signal. The TCC calculates and generates a non-default message for the active transponder of the entry signal based on the route information, and forwards the non-default message to the active transponder of the entry signal through the LEU, so that the active transponder of the entry signal can send the non-default message to the train's onboard equipment.

[0036] Optionally, a readable storage medium stores a computer program that, when executed by a processor, implements the steps of the aforementioned method for redundancy of active transponder messages of an entry signal.

[0037] Optionally, an electronic device is provided, comprising: a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the steps of the aforementioned method for redundancy of active transponder messages of an entry signal.

[0038] Compared with the prior art, the present invention has the following advantages:

[0039] In the present invention, a method, system, readable storage medium, and electronic device for redundancy of active transponder messages of station entry signals are provided. The method adds a TCC-TSRS-train transmission channel on the basis of existing transmission methods to improve operational efficiency while ensuring safe train operation.

[0040] Furthermore, this invention provides a redundancy system for active transponder messages of station entry signals. This system adopts the principle of minimizing modifications, requiring only software modifications to the TCC, TSRS, and train onboard equipment, without adding any indoor or outdoor hardware. This minimizes modifications to the existing train control system and further enhances the system's reliability without reducing system safety and availability. Attached Figure Description

[0041] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the drawings in the following description are one embodiment of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort:

[0042] Figure 1 This is a schematic diagram showing the connection relationship between a TCC, a LEU, and an active transponder for an entry signal.

[0043] Figure 2 This is a simplified schematic diagram of a redundancy system for active transponder messages of an entry signal according to the present invention;

[0044] Figure 3 This is a schematic diagram of one operating scenario of the present invention. Detailed Implementation

[0045] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, provides a method, system, readable storage medium, and electronic device for redundancy of active transponder messages at station entry signals, as proposed by the present invention. The advantages and features of the present invention will become clearer from the following description. It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of the present invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of the present invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by the present invention, should still fall within the scope of the technical content disclosed in the present invention.

[0046] As mentioned above, the CTCS-2 level train control system is a widely used train operation control system in China's railways. It uses track circuits and transponders to achieve train positioning and control. Among these, the TCC, LEU, and active transponders for station entry signals are key components, and their connections are as follows: Figure 1 As shown in the diagram. The TCC calculates and generates an active transponder message for the entry signal based on the route information and sends it to the LEU device. The LEU receives the message from the TCC and forwards it to the active transponder of the entry signal. Upon receiving the message, the active transponder of the entry signal sends track data information to the train, including station route speed, link information, and track section information.

[0047] As described above, the message transmission in the existing system relies entirely on a single-channel link structure: TCC → LEU → active transponder → train. Normal messages from the active transponder need to be processed by the TCC and sent to the LEU device. The LEU then forwards the normal messages to its connected active transponders. When the train passes the active transponder, it reads and uses this normal message. However, this architecture has a significant single point of failure risk. If any link in the link fails (e.g., equipment failure or connection line failure), the train will not be able to receive or use the correct messages when passing the active transponder. Specifically, Table 1 below shows the possible failures and their impacts in scenario 1.

[0048] Table 1 Fault Types and Corresponding Fault Impacts

[0049]

[0050] The four fault types listed in Table 1 above are the common reasons why the active transponder of the entry signal sends the default message. In practical applications, the TCC is the device that calculates the message. TCC faults include: power failure of the TCC device, restart process, and system crash (no power failure, but the TCC system has lost its computing ability). When the TCC fails due to hardware failure or software crash and cannot generate a normal message, the LEU will not receive valid data and will trigger the output of the default message. The LEU is the device that forwards TCC messages. At the same time, the LEU also checks the communication status with the TCC in real time. If it detects that the TCC-LEU communication is interrupted, the LEU will output the default message to the transponder. The active transponder only stores the default message. When the connection between the LEU and the active transponder is normal, the active transponder will turn off the default message transmission switch, that is, the train can only read the message sent by the LEU. If the communication between the active transponder and the LEU is interrupted (for example, the connection line is broken), the active transponder will turn on the stored default message transmission switch, and the train will receive the default message when it passes by.

[0051] When a fault occurs in the TCC, LEU, active transponder, or connecting line, the train will receive a default message, subsequently switching to partial monitoring mode and triggering maximum service braking. Based on the above fault types, when the train approaches the station, the active transponder of the entry signal will send a default message to the train, causing the train to switch to partial monitoring mode and output maximum service braking.

[0052] As described above, in scenario 1, the train can still receive messages when passing the active transponder, but these messages will be the default messages. In scenario 2, the train will not receive any messages when passing the active transponder. Optionally, scenario 2 includes the following situations: ① The equipment receiving the active transponder messages malfunctions, preventing the train from receiving them normally; ② The active transponder is stolen, making it impossible for the train to find it; ③ The active transponder is subjected to strong magnetic field interference, preventing the train from receiving them normally. In practical applications, if an abnormal situation occurs in scenario 2 (loss of the active transponder or abnormal reception) after the train enters the station via the siding and reaches the third approach, the train will discard the stored track data, switch to partial monitoring mode, and output the maximum service braking.

[0053] As mentioned above, in practical applications, abnormal active transponder messages can be caused by various factors. Current systems typically employ a method of switching the train to partial monitoring mode and applying maximum service braking to address these factors. While this ensures operational safety during malfunctions, it severely impacts railway operational efficiency. On busy main lines, frequent braking and degraded operation lead to increased train tracking intervals and a significant decrease in the capacity of hub stations. With the continuous growth in railway transport demand and the increasing density of train operations, these limitations of existing systems are becoming increasingly apparent. Particularly in high-speed rail and busy main line operations, degraded train operation due to equipment failure can trigger a chain reaction, potentially causing widespread train delays and placing immense pressure on railway transport organization. Therefore, a new redundancy mechanism is urgently needed to maintain normal train operation during critical equipment failures, ensuring operational safety while maximizing operational efficiency.

[0054] Based on the above, this invention proposes a redundancy system for active transponder messages of entry signals. This system adds a backup communication channel between the TCC and the train, formed by the TCC-TSRS (Temporary Speed ​​Limit Server) and the train. The TSRS can wirelessly transmit information related to generating route plans / train control strategies to the train's onboard equipment, enabling the onboard equipment to generate route plans / train control strategies. Based on this system, in the event of the aforementioned two types of fault scenarios (Scenario 1 and Scenario 2), under the condition of ensuring train operation safety, the train can still operate using the route plan corresponding to the normal active transponder message of the entry signal calculated by the TCC, without affecting operational efficiency.

[0055] Specifically, such as Figure 2 As shown, in the redundant system of active transponder messages of the station entry signal of the present invention, the TCC maintains the existing transmission mode unchanged, but adds a TCC-TSRS-train transmission channel to transmit relevant information on the generation of route scheme / wireless real-time train control curve to the train on-board equipment via TSRS in a wireless transmission manner.

[0056] To ensure compatibility with the existing CTCS-2 level train control system, the existing equipment can be improved according to the following logic: (1) Improve the TCC: Add the following information to the existing TCC and TSRS interface: ① route number information; ② the starting signal light status information corresponding to the route number; ③ station equipment number. That is, in addition to the normal information transmission between TCC and TSRS, send the above ①, ②, and ③ information. For the information normally transmitted between TCC and TSRS, please refer to "Q_CR 864.7-2021 Train Control Center Interface Specification Part 7: Train Control Center and Temporary Speed ​​Limit Server Interface". (2) Improve the TSRS: a) Receive the ①, ②, and ③ information sent by TCC; b) Forward the received ①, ②, and ③ information sent by TCC to the train onboard equipment; c) Send temporary speed limit information to the train onboard equipment. That is, in addition to the existing information transmission, TCC and TSRS also exchange the above information. (3) Improvements to the train's onboard equipment: a) Store the "Route Information Table" for each station; b) Based on the ①, ②, and ③ information sent by TSRS, call the route information (e.g., track section information) in the "Route Information Table" to generate a wireless real-time train control curve. This wireless real-time train control curve can be regarded as the corresponding route scheme / train control strategy. The "Route Information Table" is one of the line design documents, containing information such as all train routes and their numbers at each station, the length / speed limit / carrier frequency of each section in each route, and transponder links. In practical applications, the train's onboard equipment calls its corresponding "Route Information Table" based on the station information (e.g., Station A) to obtain the route information related to generating the wireless real-time train control curve. The transponder link information packet, line speed information packet, and track section information in the normal messages generated by TCC (i.e., non-default messages) can all be found in the "Route Information Table."

[0057] Based on the above, in practical applications, the TCC is used to send route number information, the corresponding starting signal's lighting status information, and station equipment number information to the TSRS. The TSRS communicates with the TCC and receives the route number information, the corresponding starting signal's lighting status information, and the station equipment number information sent by the TCC. The train's onboard equipment communicates with the TSRS. The TSRS sends the route number information, the corresponding starting signal's lighting status information, the station equipment number information, and temporary speed limit information to the train's onboard equipment, so that the train's onboard equipment can calculate and generate a wireless real-time train control curve (completely independent of TCC messages) based on the information sent by the TSRS and the route information it calls. When the train reaches the target transponder, it selects a train control strategy according to preset logic based on the status of the target transponder's message and whether the wireless real-time train control curve has been successfully generated. The target transponder is the active transponder of the station entry signal, which is used to send message information to the train. The message information includes default messages and non-default messages, and the non-default messages can be called normal messages. Optionally, non-default messages may include: transponder link information packet [ETCS-5], track speed information packet [ETCS-27], track section information [CTCS-1], and temporary speed limit information [CTCS-2].

[0058] As described above, this invention adds a TCC-TSRS-train transmission channel to the existing transmission method, enabling train-onboard equipment to obtain a safe and reliable route plan. This invention adopts a minimal modification principle, modifying only the software of the TCC, TSRS, and train-onboard equipment, without adding new indoor or outdoor hardware. This minimizes modifications to the existing train control system and further enhances system reliability without compromising system safety and availability. This system effectively solves the problem of operational efficiency being affected by default messages sent by active transponders of station entry signals. It should be noted that the components (e.g., onboard equipment) in the modified redundant system of this invention are compatible not only with existing CTCS-2 level train control system lines but also with existing CTCS-3 level or other train control system lines. This means the redundant system can be widely deployed, and this invention does not impose any limitations on this. The above technical solutions are easily understood and mastered by those skilled in the art, helping to reduce on-site training and maintenance costs.

[0059] Furthermore, such as Figure 2As shown, in this embodiment, the existing transmission method between the TCC and the train is: TCC-LEU-active transponder-train (main communication channel). That is, the redundant system also includes an LEU, which is connected to the TCC and the active transponder of the entry signal. The TCC calculates and generates a non-default message for the active transponder of the entry signal based on the route information, and forwards the non-default message to the active transponder of the entry signal through the LEU, so that the active transponder of the entry signal can send the non-default message to the train's onboard equipment, thereby enabling the train's onboard equipment to generate a real-time train control curve based on the non-default message.

[0060] Based on the above, this invention establishes a wired primary communication channel (TCC-LEU-active transponder-train) and a wireless backup communication channel (TCC-TSRS-train) between the TCC and the train. During operation, both the primary and backup communication channels run in real time. When the train approaches the target transponder, the train control strategy is selected according to preset logic based on the status of the messages received from the target transponder and whether a wireless real-time train control curve has been successfully generated.

[0061] Specifically, while the train is running (before reaching the target transponder), the backup communication channel formed by TCC-TSRS-train has already sent the message information that the target transponder will send to the train in advance, and the train will calculate the "wireless real-time train control curve" as a backup based on the message sent wirelessly by TSRS. When the train passes the target transponder, if there is no loss of the target transponder or the target transponder sending a default message, that is, the main communication channel is in normal use, the train uses the non-default message sent by the target transponder as the primary method to generate the real-time train control curve for route planning and train control. If the target transponder is lost or the target transponder sends a default message, the train immediately uses the "wireless real-time train control curve" for route planning. Of course, if the backup communication channel formed by TCC-TSRS-train fails (for example, the wireless communication is completely interrupted, causing TSRS and the target train to never establish communication, which is a low probability event), the train will be unable to generate the "wireless real-time train control curve". In this case, if the target transponder is lost or the target transponder sends a default message, the train will switch to partial monitoring mode and output the maximum service braking to ensure train safety.

[0062] Based on the same inventive concept, this invention also provides a redundancy method for active transponder messages of entry signals. This method is implemented based on the aforementioned redundancy system for active transponder messages of entry signals. This method, based on the backup communication channel formed by TCC-TSRS-train, provides a redundant channel for the messages of the active transponder, thereby improving operational efficiency while ensuring train operation safety. This method can effectively improve the problem of low operational efficiency caused by existing methods.

[0063] Specifically, the redundancy method for active transponder messages of the station entry signal of the present invention includes: the TCC sending route number information, the starting signal lighting status information corresponding to the route number, and the station equipment number information to the TSRS; the TSRS receiving the information sent by the TCC and sending it and temporary speed limit information to the train onboard equipment; the train onboard equipment generating and storing a wireless real-time train control curve based on the route number information, the starting signal lighting status information corresponding to the route number, the station equipment number information, and the temporary speed limit information sent by the TSRS, combined with the route information called; when the train runs to the target transponder, if the target transponder message is abnormal, and the train onboard equipment successfully generates the wireless real-time train control curve, the train uses the wireless real-time train control curve for the route.

[0064] As described above, in the active transponder message method for station entry signals, this invention provides a redundant / backup communication channel between TCC-TSRS-train. By reusing the existing TSRS wireless transmission function, the train's onboard equipment generates a wireless real-time train control curve. This ensures that in the event of an abnormal target transponder message, the train has a safe and reliable route strategy; that is, the train uses the wireless real-time train control curve for route control. Based on the above, this invention effectively solves the problem of operational interruption caused by single-point failure of active transponders without changing the existing hardware architecture, and can effectively improve operational efficiency while ensuring safe train operation.

[0065] In practical applications, target transponder message anomalies include at least one of the following situations: the train receives the default message sent by the target transponder; the train does not receive the default message or non-default message sent by the target transponder.

[0066] Furthermore, the method also includes: if the train receives a default message sent by the target transponder and the train's onboard equipment fails to generate a wireless real-time train control curve, the train switches to a partial monitoring mode and outputs the maximum service braking.

[0067] Furthermore, the method also includes: if the train does not receive a default message or a non-default message sent by the target transponder, and the train's onboard equipment successfully generates a wireless real-time train control curve, then the train uses the wireless real-time train control curve for its route.

[0068] Furthermore, the method also includes: if the train does not receive the default message and non-default message sent by the target transponder, and the train's onboard equipment fails to generate a wireless real-time train control curve, then the train switches to a partial monitoring mode and outputs the maximum service braking.

[0069] On the other hand, the method also includes: when the target transponder message is normal, the target transponder sends a non-default message to the train.

[0070] Furthermore, the method also includes: if the train receives a non-default message sent by the target transponder, the train will use the non-default message information for route planning, regardless of whether the train's onboard equipment has successfully generated a wireless real-time train control curve.

[0071] In practical applications, the process of the target transponder having a non-default message is as follows: The TCC calculates and generates a non-default message for the active transponder of the entry signal based on the route information, and forwards the non-default message to the active transponder of the entry signal through the LEU, wherein the active transponder of the entry signal is the target transponder.

[0072] On the other hand, if the train's onboard equipment does not receive route information and temporary speed limit information sent by TSRS, the train's onboard equipment will not generate a wireless real-time train control curve. In the event of an abnormal target transponder message, the train will switch to partial monitoring mode and output the maximum service braking.

[0073] The following example illustrates the content of this invention:

[0074] like Figure 3 The diagram illustrates a train operation scenario in one embodiment. When train A is running in the section, station A arranges the X-S3 receiving route, and the entrance signal at point X is a double yellow light. The TCC sends the following information to the TSRS: ① X-S3 route number; ② Double yellow light at point X; ③ Station A equipment number. After receiving messages ①, ②, and ③ from the TCC, the TSRS immediately forwards them, along with temporary speed limit information, to train A. Upon receiving messages ①, ②, and ③ from the TSRS and the temporary speed limit information, train A retrieves the X-S3 route information from the stored "Route Information Table" of station A, generates a "wireless real-time train control curve," and stores this curve as a backup. If train A does not receive messages ①, ②, and ③ from the TSRS and the temporary speed limit information (e.g., communication is interrupted), the "wireless real-time train control curve" is not generated.

[0075] When train A reaches the transponder group of entrance signal X, train A processes the data according to the message status received from the active transponder of entrance signal X, and in conjunction with whether it has generated a "wireless real-time train operation control curve", according to the logic in Table 2 below:

[0076] Table 2 Principles for Using Active Transponder Messages on Entry Signals

[0077]

[0078] Based on the above methods, operational efficiency can be guaranteed while ensuring the safe operation of train A.

[0079] Based on the same inventive concept, the present invention also discloses a readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the aforementioned method for redundancy of active transponder messages of entry signals.

[0080] Based on the same inventive concept, the present invention also discloses an electronic device, the electronic device comprising: a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the steps of the aforementioned method for redundancy of active transponder messages of entry signal.

[0081] In summary, the present invention provides a method, system, readable storage medium, and electronic device for redundancy of active transponder messages for station entry signals. This method, based on the backup communication channel formed by TCC-TSRS-train, provides a redundant channel for active transponder messages, thereby improving operational efficiency while ensuring train operation safety. This method can effectively improve the problem of low operational efficiency caused by existing methods.

[0082] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0083] In the description of this invention, it should be understood that the terms "center," "height," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0084] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0085] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0086] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for redundancy of active transponder messages on an entry signal, characterized in that, Include: TCC sends route number information, the lighting status information of the starting signal corresponding to the route number, and station equipment number information to TSRS; The TSRS receives information sent by the TCC and sends it, along with temporary speed limit information, to the train's onboard equipment. The train's onboard equipment generates and stores a wireless real-time train operation control curve based on the route number information sent by TSRS, the starting signal light status information corresponding to the route number, the station equipment number information, and the temporary speed limit information, combined with the route information it calls. When the train reaches the target transponder, if the target transponder message is abnormal and the train's onboard equipment successfully generates a wireless real-time train control curve, the train will use the wireless real-time train control curve for its route. The target transponder is an active transponder for the station entry signal. The target transponder message anomaly includes at least one of the following: The train received the default message sent by the target transponder; The train did not receive the default and non-default messages sent by the target transponder; If the train receives a non-default message from the target transponder, the train will use the non-default message information for its route, regardless of whether the train's onboard equipment has successfully generated a wireless real-time train control curve.

2. The redundancy method for active transponder messages of an entry signal as described in claim 1, characterized in that, If the train receives the default message sent by the target transponder and the train's onboard equipment fails to generate a wireless real-time train control curve, the train will switch to partial monitoring mode and output the maximum service braking.

3. The redundancy method for active transponder messages of an entry signal as described in claim 1, characterized in that, If the train does not receive the default message and non-default message sent by the target transponder, and the train's onboard equipment successfully generates a wireless real-time train control curve, the train will use the wireless real-time train control curve for its route.

4. The redundancy method for active transponder messages of an entry signal as described in claim 1, characterized in that, If the train does not receive the default and non-default messages sent by the target transponder, and the train's onboard equipment fails to generate a wireless real-time train control curve, the train will switch to partial monitoring mode and output the maximum service braking.

5. The redundancy method for active transponder messages of an entry signal as described in claim 1, characterized in that, When the train's onboard equipment generates a wireless real-time train operation control curve, it calls up the route information in the route information table.

6. The redundancy method for active transponder messages of an entry signal as described in claim 1, characterized in that, If the train's onboard equipment does not receive route information and temporary speed limit information from the TSRS, the train's onboard equipment will not generate a wireless real-time train control curve. In the event of an abnormal target transponder message, the train will switch to partial monitoring mode and output the maximum service braking.

7. The redundancy method for active transponder messages of an entry signal as described in claim 1, characterized in that, When the target transponder message is normal, the target transponder sends a non-default message to the train.

8. The redundancy method for active transponder messages of an entry signal as described in claim 7, characterized in that, The process by which the target responder receives a non-default message is as follows: Based on the route information, the TCC calculates and generates a non-default message for the active transponder of the entry signal, and forwards the non-default message to the active transponder of the entry signal through the LEU.

9. The redundancy method for active transponder messages of an entry signal as described in claim 7, characterized in that, Non-default messages contain: Transponder link information, line speed information, track section information, and temporary speed limit information.

10. A redundancy system for active transponder messages of an entry signal, characterized in that, A redundancy method for implementing active transponder messages of entry signals as described in any one of claims 1 to 9, wherein the redundancy system comprises: The target transponder is used to send message information to the train, and the target transponder is an active transponder of the station entry signal; TCC is used to send route number information, the lighting status information of the starting signal corresponding to the route number, and the station equipment number information. TSRS, which communicates with TCC, is used to receive route number information, the starting signal status information corresponding to the route number, and station equipment number information sent by TCC. The train's onboard equipment is connected to the TSRS. The TSRS sends route number information, the status information of the starting signal corresponding to the route number, station equipment number information, and temporary speed limit information to the train's onboard equipment. This allows the train's onboard equipment to generate a wireless real-time train control curve based on the information sent by the TSRS and the route information it calls. When the train reaches the target transponder, it selects a train control strategy according to preset logic based on the status of the messages received from the target transponder and whether the wireless real-time train control curve has been successfully generated.

11. The redundancy system for active transponder messages of the entry signal as described in claim 10, characterized in that, The message information includes default messages and non-default messages.

12. The redundancy system for active transponder messages of the entry signal as described in claim 10, characterized in that, Also includes: The LEU connects to both the TCC and the active transponder of the entry signal. The TCC calculates and generates a non-default message for the active transponder of the entry signal based on the route information, and forwards the non-default message to the active transponder of the entry signal through the LEU, so that the active transponder of the entry signal can send the non-default message to the train's onboard equipment.

13. A readable storage medium, characterized in that, The readable storage medium stores a computer program that, when executed by a processor, implements the steps of the redundancy method for active transponder messages of an entry signal as described in any one of claims 1 to 9.

14. An electronic device, characterized in that, The electronic device includes a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the steps of the redundancy method for active transponder messages of the entry signal as described in any one of claims 1 to 9.

Images