A method and system for preventing adjacent line interference based on CTCS2-200K vehicle-mounted equipment

Abstract

The application discloses a method and system for preventing adjacent line interference based on CTCS2-200K vehicle-mounted equipment, and the method comprises the following steps: S10, the CTCS2-200K vehicle-mounted equipment receives and stores effective CTCS-1 messages, and when passing through any transponder, the CTCS-1 messages are truncated to a preset distance behind the transponder and the message data in front of the transponder is reserved; S20, the CTCS2-200K vehicle-mounted equipment calculates the carrier frequency information of the tail position in real time according to the truncated CTCS-1 messages and the train length; and S30, when the train enters a station, the CTCS2-200K vehicle-mounted equipment is configured to an automatic turnaround state, and the active end of the CTCS2-200K vehicle-mounted equipment sends a double-end communication packet to the opposite end through double-end communication, the opposite end activates and checks the ground track circuit information received by the track circuit reader through the double-end communication packet, and the track circuit information is used after the checking is passed. The application provides a solution for preventing adjacent line interference for vehicle-mounted equipment with double-end communication, and improves the safety and reliability of the vehicle-mounted system.

Description

Technical Field

[0001] This invention relates to the field of national railways, and in particular to a method and system for preventing interference from adjacent lines based on CTCS2-200K on-board equipment. Background Technology

[0002] In the scenario of automatic turnaround after intercity railway stations, after the onboard equipment completes the automatic turnaround and switching at the station, it relies solely on the uplink and downlink directions of the carrier frequency to lock onto the received ground track circuit information. This makes it impossible to completely avoid signal interference from adjacent lines on the same carrier frequency, posing a safety risk of malfunction for the onboard equipment. Furthermore, the CTCS2-200K onboard equipment is susceptible to interference from adjacent line signals after the switching, potentially leading to the transmission of incorrect track circuit information to the onboard equipment, thus causing operational safety risks.

[0003] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0004] The purpose of this invention is to provide a method and system for preventing near-line interference based on CTCS2-200K vehicle-mounted equipment. By adding delayed deletion logic for CTCS-1 messages at the active end of the vehicle-mounted equipment before switching ends, calculating the carrier frequency information of the sleep end of the vehicle-mounted equipment before switching ends, and adding carrier frequency verification logic at the active end of the vehicle-mounted equipment after switching ends, the method and system can achieve the effect of preventing near-line interference.

[0005] To achieve the above objectives, this invention provides a method for preventing near-line interference based on a CTCS2-200K on-board device, comprising: S10, the CTCS2-200K on-board device receives and stores valid CTCS-1 messages; after passing any transponder, the CTCS-1 message is truncated to a preset distance behind the transponder, while retaining the message data in front of the transponder; S20, the CTCS2-200K on-board device calculates the carrier frequency information of the rear position of the train in real time based on the truncated CTCS-1 message and the train length; S30, when the train enters the station, the CTCS2-200K on-board device is configured to automatic turnaround mode; the activated end of the CTCS2-200K on-board device sends a two-way communication packet to the other end through two-way communication; after the other end is activated, it verifies the ground track circuit information received by the track circuit reader through the two-way communication packet; after the verification is successful, the track circuit information is used.

[0006] In one embodiment, the CTCS-1 message includes a direction field, and the validity determination of the CTCS-1 message includes: comparing whether the direction field in the CTCS-1 message is the same as the direction in which the train passes the transponder; if the directions are the same, the CTCS-1 message is valid; if the directions are different, the CTCS-1 message is invalid.

[0007] In one embodiment, the CTCS-1 message includes carrier frequency information for each track segment. The calculation of the carrier frequency information for the rear position of the train specifically includes: S21, calculating the current front position of the train based on the distance between the front of the train and the transponder; S22, subtracting the train length from the current front position of the train to obtain the current rear position of the train; S23, determining the track segment where the rear of the train is located based on the current rear position of the train, and obtaining the carrier frequency information for the rear position based on the track segment.

[0008] In one embodiment, if the rear position of the vehicle exceeds the track segment included in the CTCS-1 message, the carrier frequency information of the rear position is calculated as no carrier frequency.

[0009] In one embodiment, the preset distance is greater than or equal to the train length and less than or equal to 1000 m.

[0010] In one embodiment, if the interval between two adjacent transponders is less than the preset distance, then the length by which the CTCS-1 message is truncated in step S10 is the interval distance.

[0011] In one embodiment, the two-way communication packet includes carrier frequency information and fields related to turnaround.

[0012] In one embodiment, before the CTCS2-200K vehicle-mounted equipment activation terminal sends the dual-end communication packet to the other end through dual-end communication in step S30, the method further includes: S31, the CTCS2-200K vehicle-mounted equipment activation terminal before switching ends calculates the carrier frequency information of the rear position of the vehicle and generates a dual-end communication packet containing the carrier frequency information.

[0013] In one embodiment, when the peer is in an inactive state, the dual-end communication packet is received and stored.

[0014] In one embodiment, step S30 further includes: S32, after the train turns back, the other end activates and parses to obtain the carrier frequency information in the dual-end communication packet; S33, the carrier frequency information in the dual-end communication packet is used to verify with the carrier frequency information in the ground track circuit information received by the track circuit reader. If the carrier frequency information is consistent, the verification is successful.

[0015] In one embodiment, if the ground track circuit is affected by adjacent line interference, and the carrier frequency information in the transmitted ground track circuit information is inconsistent with the carrier frequency information obtained by the peer after parsing the dual-end communication packet, the verification fails, and the CTCS2-200K on-board equipment does not use the received track circuit information.

[0016] This invention also provides a system for preventing adjacent line interference based on CTCS2-200K on-board equipment, applicable to the aforementioned method for preventing adjacent line interference based on CTCS2-200K on-board equipment. The system includes: at least two CTCS2-200K on-board devices, namely a first CTCS2-200K on-board device installed at the front of the train and a second CTCS2-200K on-board device installed at the rear of the train; the first CTCS2-200K on-board device is used to calculate carrier frequency information at the rear of the train; a dual-end communication module, respectively installed in the first and second CTCS2-200K on-board devices, for transmitting dual-end communication packets; and a ground track circuit module, installed beside the track and communicatively connected to the first and second CTCS2-200K on-board devices, for transmitting track circuit information.

[0017] Compared with existing technologies, the method and system for preventing adjacent line interference based on CTCS2-200K vehicle-mounted equipment of the present invention have at least the following beneficial effects: The present invention improves the security and reliability of the vehicle-mounted system by shortening the message length of the CTCS-1 message and calculating the carrier frequency information of the rear position after the switching. Simultaneously, based on the calculated carrier frequency information of the rear position after the switching, the accuracy of the carrier frequency information at the rear position is ensured, effectively avoiding signal interference from adjacent lines in the same carrier frequency direction. Furthermore, the verification effectively improves the vehicle-mounted equipment's ability to prevent adjacent line interference, enabling more accurate verification of carrier frequency information and further enhancing the reliability of the vehicle-mounted system. Attached Figure Description

[0018] Figure 1 This is a flowchart of the method for preventing near-line interference based on CTCS2-200K vehicle-mounted equipment according to the present invention; Figures 2-4 This is a schematic diagram of message truncation and train movement, representing an embodiment of the anti-interference method for on-board equipment based on CTCS2-200K of the present invention. Figures 5-6 This is a schematic diagram of the first and second embodiments of the anti-near-line interference method based on CTCS2-200K vehicle-mounted equipment of the present invention during the turnaround process. Detailed Implementation

[0019] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, further illustrates the method and system for preventing near-line interference based on the CTCS2-200K vehicle-mounted equipment proposed in this invention. The advantages and features of this 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 this invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of this 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 this 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 this invention, should still fall within the scope of the technical content disclosed in this invention.

[0020] To address the interference from adjacent lines on vehicle-mounted equipment with dual-end communication capabilities, such as... Figure 1 As shown, an embodiment of the present invention provides a method for preventing adjacent line interference based on CTCS2-200K vehicle-mounted equipment, the method comprising: S10, the CTCS2-200K on-board equipment receives and stores valid CTCS-1 messages. Upon passing any transponder, the CTCS-1 message is truncated to a preset distance behind the transponder, while retaining the message data preceding the transponder. Here, "behind the transponder" refers to the opposite direction of train travel, and "before the transponder" refers to the direction of train travel. By truncating the length of the CTCS-1 message, the storage space occupied by the CTCS-1 message on the CTCS2-200K on-board equipment is reduced, and the amount of information in the CTCS-1 message is also reduced.

[0021] The S20 and CTCS2-200K onboard equipment calculate the carrier frequency information of the rear position of the train in real time based on the truncated CTCS-1 message and the train length. Based on the truncated CTCS-1 message, the train position can be located more accurately, reducing the calculation time of the rear position and thus effectively improving the efficiency of obtaining the carrier frequency information of the rear position.

[0022] S30. After the train enters the station, the CTCS2-200K onboard equipment is configured for automatic turnaround. The activating end of the CTCS2-200K onboard equipment sends a two-way communication packet to the other end via two-way communication. After activation, the other end verifies the two-way communication packet against the ground track circuit information received by the track circuit reader (TCR). Once the verification is successful, the track circuit information is used. By verifying the two-way communication packet against the ground track circuit information, the safety risk of malfunctions due to inconsistencies in operational information can be effectively avoided.

[0023] The CTCS-1 message includes a direction field. Step S10, which involves receiving and storing a valid CTCS-1 message, determines its validity by comparing the direction field in the CTCS-1 message with the direction the train passes the transponder. If the directions are the same, the CTCS-1 message is valid; otherwise, it is invalid. This validity determination principle ensures the accuracy of subsequent calculations of the carrier frequency information for the rear position of the train, prevents calculation errors caused by invalid CTCS-1 messages, and ultimately improves operational safety.

[0024] Furthermore, the CTCS-1 message also includes carrier frequency information for each track segment. The calculation of the carrier frequency information for the rear position in step S20 specifically includes: S21, calculating the current front position of the train based on the distance between the train's front and the transponder; S22, subtracting the train length from the current front position to obtain the current rear position; S23, determining the track segment where the rear of the train is located based on the current rear position, and obtaining the carrier frequency information for the rear position based on the track segment. If the rear position exceeds the track segment included in the CTCS-1 message, the calculated carrier frequency information for the rear position is no carrier frequency.

[0025] The preset distance is greater than or equal to the train length and less than or equal to 1000 m. Taking a 16-car trainset as an example, the train length is no greater than 400 m. By setting the minimum value of the preset distance to the train length, it is ensured that the truncated CTCS-1 message length at least includes the length of the train itself, thus enabling the calculation of the train's rear end. The preset distance is set to no more than 1000 m because the carrier frequency information of the track section included in the CTCS-1 message length within this range is sufficient to calculate the carrier frequency information of the train's rear end. Furthermore, if the interval between two adjacent transponders is less than the preset distance, then the length of the CTCS-1 message truncated in step S10 is the interval distance.

[0026] Before the CTCS2-200K on-board equipment activation terminal sends the two-way communication packet to the other end via two-way communication in step S30, the process further includes: S31, the CTCS2-200K on-board equipment activation terminal before the end-switching (i.e., the on-board equipment located at the front of the train is the activation terminal) calculates the carrier frequency information at the rear of the train and generates a two-way communication packet containing the carrier frequency information. At this time, even when the other end (i.e., the on-board equipment located at the rear of the train is the other end) is in an inactive state (i.e., a dormant state), the other end can still receive and store the two-way communication packet. The two-way communication packet contains carrier frequency information and fields related to the turnaround (e.g., stopping accuracy information, train number after the end-switching, current train operation mode, turnaround command, etc.) to ensure the accuracy of the track circuit information after the end-switching.

[0027] Step S30 further includes: S32, after the train turns back, the receiving end activates and parses the carrier frequency information in the dual-end communication packet; S33, the carrier frequency information in the dual-end communication packet is compared with the carrier frequency information in the ground track circuit information received by the track circuit reader. If the carrier frequency information is consistent, the comparison passes, and the track circuit information is used. This embodiment of the invention, based on the calculated carrier frequency information of the rear position after the train reversal, ensures the accuracy of the carrier frequency information at the rear position, effectively avoids signal interference in the same carrier frequency direction on adjacent lines, and effectively improves the anti-interference capability of on-board equipment by verification, enabling more accurate verification of carrier frequency information and further enhancing the reliability of the on-board system.

[0028] Furthermore, if the ground track circuit is affected by adjacent line interference, and the carrier frequency information in the transmitted ground track circuit information is inconsistent with the carrier frequency information obtained by the peer after parsing the dual-end communication packet, the verification fails, and the CTCS2-200K on-board equipment does not use the received track circuit information, thus avoiding interference from adjacent line interference to the ground track circuit and the CTCS2-200K on-board equipment, and improving the safety and reliability of the on-board system.

[0029] In one specific embodiment, such as Figure 2 As shown, when the CTCS2-200K onboard equipment located at the front of the train passes the first transponder 11, step S10 is executed, that is, the CTCS2-200K onboard equipment receives and stores a valid CTCS-1 message. Since it is the first transponder passed by the train, the active end of the CTCS2-200K onboard equipment (i.e., the CTCS2-200K onboard equipment located at the front of the train) calculates the carrier frequency information at the rear of the train in real time. In this embodiment, there is no CTCS-1 message information at the rear of the train, so the calculated carrier frequency information at the rear of the train is "no carrier frequency".

[0030] like Figure 3As shown, the train continues to move along the current track. When the CTCS2-200K onboard equipment located at the front of the train receives a new second transponder 12, and the distance between the second transponder 12 and the previous first transponder 11 is less than 1000m (let's say 600m), in this embodiment, the CTCS-1 message is truncated to 600m behind the second transponder 12 (i.e., the direction towards the first transponder 11 is the rear), while retaining the data in front of the second transponder 12 (i.e., the train's running direction is the front). At this time, the activated end of the CTCS2-200K onboard equipment executes steps S21 to S23 to calculate the carrier frequency information at the rear of the train as 2300 Hz in real time.

[0031] like Figure 4 As shown, the train continues to move along the current track. When the CTCS2-200K onboard equipment located at the front of the train receives a new third transponder 13, if the distance between the third transponder 13 and the previous second transponder 12 exceeds 1000 m, in this embodiment, the CTCS-1 message is truncated to 1000 m behind the third transponder 13 (i.e., the direction towards the second transponder 12 is the rear), while retaining the data in front of the third transponder 131 (i.e., the direction of train travel is the front). At this time, the activated end of the CTCS2-200K onboard equipment executes steps S21 to S23, and calculates the carrier frequency information at the rear of the train as 1700 Hz in real time.

[0032] In the first embodiment of the turnaround process, as Figure 5 As shown, after the train enters the station, the CTCS2-200K onboard equipment is configured for automatic turnaround and automatic end-switching is performed on the turnaround rail, specifically including: S31. Before the switching, the CTCS2-200K vehicle-mounted equipment activation end (in this embodiment, the CTCS2-200K vehicle-mounted equipment at the front of the vehicle) calculates the carrier frequency information at the rear of the vehicle and generates a two-way communication packet containing the carrier frequency information; when the peer end (in this embodiment, the CTCS2-200K vehicle-mounted equipment at the rear of the vehicle) is in an inactive state, it receives and stores the two-way communication packet. S32. When the train turns back, the other end activates and parses to obtain the carrier frequency information in the dual-end communication packet; S33. The carrier frequency information in the dual-ended communication packet is compared with the carrier frequency information in the ground track circuit information received by the track circuit reader. If the carrier frequency information matches, the verification passes. After verification, the received track circuit information can be used normally.

[0033] In the second embodiment of the turnaround process, as Figure 6 As shown, after the train enters the station, the CTCS2-200K onboard equipment is configured for automatic turnaround and automatic end-switching is performed on the turnaround rail, specifically including: S31. Before the switching, the CTCS2-200K vehicle-mounted equipment activation end (in this embodiment, the CTCS2-200K vehicle-mounted equipment at the front of the vehicle) calculates the carrier frequency information at the rear of the vehicle and generates a two-way communication packet containing the carrier frequency information; when the peer end (in this embodiment, the CTCS2-200K vehicle-mounted equipment at the rear of the vehicle) is in an inactive state, it receives and stores the two-way communication packet. S32. When the train turns back, the other end activates and parses to obtain the carrier frequency information in the dual-end communication packet; S33. The carrier frequency information in the dual-ended communication packet is used to verify the carrier frequency information in the ground track circuit information received by the track circuit reader. If the ground track circuit is affected by adjacent line interference, and the carrier frequency information in the transmitted ground track circuit information is inconsistent with the carrier frequency information obtained by the peer after parsing the dual-ended communication packet after activation, the verification fails, and the CTCS2-200K vehicle-mounted equipment does not use the received track circuit information.

[0034] Accordingly, this embodiment of the invention also provides a system for preventing adjacent line interference based on CTCS2-200K on-board equipment, applicable to the method for preventing adjacent line interference based on CTCS2-200K on-board equipment as described in any of the above embodiments. The system includes: at least two CTCS2-200K on-board devices, namely a first CTCS2-200K on-board device installed at the front of the train and a second CTCS2-200K on-board device installed at the rear of the train, wherein the first CTCS2-200K on-board device is used to calculate the carrier frequency information of the rear position; a dual-end communication module, respectively installed in the first CTCS2-200K on-board device and the second CTCS2-200K on-board device, for transmitting dual-end communication packets; and a ground track circuit module, installed beside the track, communicatively connected to the first CTCS2-200K on-board device and the second CTCS2-200K on-board device, for transmitting track circuit information.

[0035] In summary, the method and system for preventing adjacent line interference based on CTCS2-200K vehicle-mounted equipment provided by this invention offer a solution for preventing adjacent line interference for vehicle-mounted equipment with dual-end communication capabilities, and improve the safety and reliability of the vehicle-mounted system. Furthermore, by transmitting carrier frequency information through dual-end communication, carrier frequency verification can be performed more accurately, further enhancing the reliability of the vehicle-mounted system.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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 preventing line interference based on CTCS 2-200K onboard equipment, characterized in that, include: S10, the CTCS2-200K vehicle-mounted equipment receives and stores valid CTCS-1 messages. After passing any transponder, the CTCS-1 message is truncated to a preset distance behind the transponder, while retaining the message data in front of the transponder. The S20 and CTCS2-200K onboard equipment calculate the carrier frequency information of the rear position of the train in real time based on the truncated CTCS-1 message and the train length. S30. After the train enters the station, the CTCS2-200K onboard equipment is configured to automatic turnaround mode. The activating end of the CTCS2-200K onboard equipment sends a two-way communication packet to the other end via two-way communication. After the other end is activated, it verifies the ground track circuit information received by the track circuit reader through the two-way communication packet. After the verification is successful, the track circuit information is used. The two-way communication packet contains carrier frequency information and fields related to turnaround. The CTCS-1 message includes carrier frequency information for each track segment, and the carrier frequency information for calculating the rear position of the vehicle specifically includes: S21. Calculate the current position of the train's front end based on the distance between the train's front end and the transponder; S22. Subtract the train length from the current front position of the train to obtain the current rear position of the train; S23. Determine the track section where the rear of the train is located based on the current rear position of the train, and obtain the carrier frequency information of the rear position based on the track section. If the rear position of the vehicle exceeds the track segment contained in the CTCS-1 message, then the carrier frequency information of the rear position is calculated as no carrier frequency. If the interval between two adjacent transponders is less than the preset distance, then the length of the CTCS-1 message truncated in step S10 is the interval distance; the preset distance is greater than or equal to the train length and less than or equal to 1000 m; Before the CTCS2-200K vehicle-mounted equipment activation terminal sends the dual-end communication packet to the other end through dual-end communication in step S30, the process further includes: S31, the CTCS2-200K vehicle-mounted equipment activation terminal before switching ends calculates the carrier frequency information of the rear position of the vehicle and generates a dual-end communication packet containing the carrier frequency information.

2. The method for preventing the interference of the adjacent line according to claim 1, wherein, The CTCS-1 message includes a direction field. The validity determination of the CTCS-1 message includes: comparing whether the direction field in the CTCS-1 message is the same as the direction in which the train passes the transponder. If the directions are the same, the CTCS-1 message is valid; if the directions are different, the CTCS-1 message is invalid.

3. The method for preventing the interference of the adjacent line according to claim 1, wherein, When the peer is inactive, the dual-end communication packet is received and stored.

4. The method for preventing the interference of the adjacent line according to claim 3, wherein, Step S30 also includes: S32. When the train turns back, the other end activates and parses to obtain the carrier frequency information in the dual-end communication packet; S33. The carrier frequency information in the dual-ended communication packet is compared with the carrier frequency information in the ground track circuit information received by the track circuit reader. If the carrier frequency information is consistent, the verification is successful.

5. The method for preventing the interference of the adjacent line according to claim 4, wherein, If the ground track circuit is affected by adjacent line interference, and the carrier frequency information in the transmitted ground track circuit information is inconsistent with the carrier frequency information obtained by the peer after parsing the dual-end communication packet, the verification will fail, and the CTCS2-200K on-board equipment will not use the received track circuit information.

6. A system for preventing interference from adjacent lines based on CTCS 2-200K onboard equipment, adapted to the method for preventing interference from adjacent lines based on CTCS 2-200K onboard equipment according to any one of claims 1 to 5, characterized in that, include: At least two CTCS2-200K on-board devices, namely a first CTCS2-200K on-board device installed at the front of the train and a second CTCS2-200K on-board device installed at the rear of the train, wherein the first CTCS2-200K on-board device is used to calculate the carrier frequency information at the rear of the train. A dual-end communication module is respectively installed in the first CTCS2-200K vehicle-mounted device and the second CTCS2-200K vehicle-mounted device, and is used to transmit dual-end communication packets; The ground track circuit module is located beside the track and is communicatively connected to the first CTCS2-200K on-board equipment and the second CTCS2-200K on-board equipment to transmit track circuit information.

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