Novel transponder, and method and system for realizing function and application by combining Beidou short message

Abstract

According to the novel transponder and the Beidou short message-combined realization function and application method and system, multiple functions are realized by utilizing multiple combinations of ground and vehicle-mounted transponder system equipment, the novel transponder can be applied to multiple scenes, the equipment types can be simplified, the construction cost can be reduced, and the maintenance workload can be reduced; beidou positioning and short message functions, positioning and communication of wireless communication and the like are used as supplements to perfect train operation control and other functions, and the transportation efficiency and safety are improved.

Description

Technical Field

[0001] This invention belongs to the field of rail transit. It utilizes various combinations of ground and on-board transponder systems to achieve multiple functions, and can be applied to various scenarios. It simplifies equipment types, reduces construction costs and maintenance workload. It uses BeiDou positioning and short message service, as well as wireless communication, for emergency real-time communication and other functions covering the entire line. The BeiDou positioning and short message service, wireless communication, and new transponders are redundant in train position tracking, train occupancy checks, train integrity checks, and interactive data functions, thereby improving transportation efficiency and safety. Background Technology

[0002] Existing train control systems are characterized by a wide variety of equipment, high maintenance difficulty and cost, significant challenges in achieving automatic train operation, and difficulties in interoperability between different systems. To simplify train control equipment and build a train control system using unified and universal equipment that can effectively support automatic train operation and unmanned station management, a reliable, low-maintenance, and relatively mature technology is needed to achieve two-way communication between train and ground, train positioning, train occupancy and integrity checks, vehicle information management, and train operation control systems and vehicle management systems built using this technology.

[0003] The existing train operation control system has the following problems: 1) Currently, the inspection of train occupancy and integrity is carried out using track circuits and station coding. Track circuits are greatly affected by climate and environment, have high requirements for the track bed, and are easily affected by traction backflow and other interference, resulting in many problems such as poor circuit separation and red light bands.

[0004] 2) The investment in axle counting equipment is large, which is not conducive to the simplification of line equipment. It has high requirements for power supply reliability, which can easily cause axle information loss and is also prone to incorrect axle counting due to interference.

[0005] 3) The lack of pre-reserved installation locations on the vehicles makes equipment installation difficult. Even if the equipment can be installed on the last car of a freight train, it is mostly placed at the coupler, a low position close to the rails, which causes problems such as interference and significant vibration.

[0006] According to patent searches, the following patents are mainly related to this invention: 1. Application No. "202010441750.8", application date "2020.05.22", publication number "CN111572599A", publication date "2020.08.25", title "A Train Positioning and Wake-up Device and Method Based on Point-to-Point Two-Way Communication", applicant "Guangzhou Tieke Intelligent Control Co., Ltd."; A Chinese invention patent from Guangzhou Metro Group Co., Ltd. discloses a train positioning wake-up device and method based on point-to-point bidirectional communication. This invention utilizes a ground positioning antenna connected to the ground-based ATS (Automatic Train Protection System) and an onboard positioning sensor mounted on the train. The onboard sensor processing unit determines the train's location based on the strength of the positioning signal received from the ground positioning antenna by the onboard positioning sensor. This invention replaces existing methods that rely on transponder receiving antennas or onboard speed measurement units for real-time monitoring and continuous location acquisition during sleep mode. Furthermore, it employs a bidirectional communication mechanism instead of WLAN or LTE to enable the onboard sensor processing unit to receive wake-up commands from the ground-based ATS. This achieves the wake-up function while simplifying system design, improving positioning accuracy, and reducing power consumption during train sleep mode.

[0007] 2. Chinese invention patent with application number “200910046544.0”, application date “2009.02.24”, publication number “CN101811508A”, publication date “2010.08.25”, title “Fail-Safe Infrared Two-Way Transponder System”, and applicant “Shanghai Shentong Rail Transit Research and Consulting Co., Ltd.”, relates to a fail-safe infrared two-way transponder system, comprising: an on-board reader installed on a moving vehicle and a ground transponder installed beside the track; the on-board reader and the ground transponder are each composed of a transmitting unit (1), a receiving unit (2) and a corresponding infrared transceiver array (3); the beneficial effects of this utility model are: it can reliably realize two-way infrared data communication between the vehicle and the ground, and both the reader and the transponder can output signals to their respective control systems, meeting the needs of accurate vehicle positioning; it realizes equipment failure-oriented safety and improves the safety of rail transit operation; it does not interfere with the radio frequency transponder system in the vicinity, improving the adaptability of the equipment.

[0008] The transponder solutions mentioned above can only be used for positioning and ground-to-vehicle data transmission, or they use infrared and can only perform two-way communication. Other technologies are used to achieve train occupancy, positioning, train integrity checks, and reliable two-way communication between the train and the ground, which adds new equipment and is incompatible with existing systems. Summary of the Invention

[0009] The technical problem to be solved by this invention is to address the deficiencies in the existing technology by proposing a combination of novel transponder system on-board and ground equipment (see patent application number 2022112162764) to achieve multiple functions. This combination can be applied to various train operation control scenarios, vehicle information management, and real-time interaction between the vehicle and the ground. It supplements the technical implementation method, simplifies equipment types, reduces construction costs and maintenance workload, and is compatible with multiple train control systems to achieve interconnection. It utilizes Beidou positioning and short message two-way communication, as well as wireless communication, as functional supplements and redundancy to improve transportation efficiency and safety.

[0010] The new transponder system includes vehicle-mounted equipment and ground equipment. The vehicle-mounted equipment includes a vehicle-mounted transponder query device, a vehicle-mounted transponder transceiver device, and a vehicle-mounted passive transponder. The equipment deployed on the track includes existing ground passive transponders, modified ground passive transponders, existing ground active transponders, ground two-way communication transponders, and ground transponder query devices. The equipment placed on the ground trackside includes existing LEUs and modularly designed modified LEUs that can be configured to support ground active transponders, ground two-way communication transponders, and ground transponder query devices. Through combination, multiple functions can be achieved and applications can be made in different scenarios.

[0011] Ground equipment such as existing passive ground transponders, modified passive ground transponders, existing active ground transponders, two-way ground communication transponders, and ground transponder query devices can be placed beside the track to achieve the same function.

[0012] The new transponder system's A-interface communication technology can employ short-range wireless communication technologies such as radio frequency, infrared, ultrasonic, microwave, Wi-Fi, Bluetooth, and UWB. The uplink and downlink transponder data between the vehicle-mounted transponder host and the ground transponder (passing through the vehicle-mounted antenna) can refer to the existing SUBSET-036 data modulation, demodulation, and encoding / decoding methods, or other modulation, demodulation, and encoding / decoding methods can be used to ensure the security and integrity of data transmission.

[0013] New transponder systems, such as ground transponder transceivers, enable bidirectional communication with LEU devices. For example, the LEU unit can receive downlink transponder data and ground query transponder device status from the ground query transponder. The LEU and ground transponders (excluding passive ground transponders) can use bidirectional transmission to monitor the ground transponder status in real time. The ground transponders can be directly powered from the ground. a. The uplink communication channel between the LEU and the ground transponder can refer to the existing C-interface communication method, and the downlink communication channel between the LEU and the ground transponder can be designed with reference to the existing C-interface communication method. b. The LEU and the ground transponder can communicate via serial response. The ground transponder can repeatedly intercept the downlink transponder messages sent in a loop (the intercept length exceeds the length of a complete message). Each interception can be accompanied by a transponder device status code and sent to the LEU. This can be repeated multiple times to ensure successful downlink message communication. Alternatively, the ground transponder can continuously identify complete data packets through the message frame header, encode them, and send them to the LEU. The transponder status can be sent to the LEU as a separate communication packet. The LEU obtains the correct and complete downlink data from the transponder through layered unpacking. The LEU sends the encoded communication packets periodically or as needed to the ground transponder, which unpacks them, obtains the complete uplink transponder message, and sends the uplink message in a loop for reception by the onboard equipment. The LEU obtains the status of the ground transponder device in real time. If the ground transponder loses communication with the LEU or malfunctions, it should send an uplink default message. The transmission medium between the LEU and the ground transponder can be cable or optical fiber. c. The main processing unit of the on-board transponder exchanges data and status with the on-board train control equipment through bidirectional communication. When communication with the on-board train control equipment is lost or the on-board train control equipment fails, the on-board transponder sends a downlink transponder default message. d. The LEU exchanges data and status with the ground control equipment through two-way communication.

[0014] If the transponder message of the A interface uses encoding with a frame header, the A interface receiving device can identify the complete transponder message through the message frame header. Subsequent operations are described above.

[0015] The uplink transponder message updates its content when it is determined that the mobility authorization or route information needs to be updated. It can also update variable transponder data such as temporary rate limit information.

[0016] When vehicle-to-ground control is required within the station, the uplink and downlink messages can be updated using a response method.

[0017] Data modification of vehicle-mounted passive transponders can be achieved by deploying vehicle-mounted passive transponder reading and writing tools in special locations to enable message reading, writing, updating, and checking.

[0018] By deploying ground equipment of a new transponder system along the track line, the track section is divided into several block sections.

[0019] Transponder transceivers are installed at both the head and tail of the train. When the transponder transceiver at the head of the train passes through the transponder / transponder group, the section in front of that transponder / transponder group is identified as occupied. Only when the transponder transceiver at the tail of the train passes through the transponder / transponder group is the section behind that transponder identified as cleared and vacant. The transponder transceivers at the head and tail of the train can be replaced with onboard passive transponder equipment, which can also realize train occupancy checks and train integrity checks.

[0020] For train integrity guaranteed by the train itself and transponder transceivers only installed at the head of the train, when the train length is less than the block section length, when the head transponder transceiver ...

[0021] For non-motorized trains such as EMUs, if both ends of the train are equipped with transponder transceivers, and both transponders operate during train operation, the train occupancy check and train integrity check method described in this patent, where transponders are installed at both ends, can be used. If only the transponder transceiver at the active end of the train operates during operation, and the other end is inactive, the train occupancy check method described in this patent, where only the transponder transceiver at the head of the train is installed, can be used. If only the transponder transceiver at the active end of the train operates during operation, the train occupancy check method described in this patent, where only the transponder transceiver at the head of the train operates, can be used. When one end is not working, the other end is not working. By setting the transponder transceiver ...

[0022] The vehicle-mounted transceiver can switch to passive transceiver mode when there is no power supply or when the communication between the vehicle-mounted antenna and the transceiver host is disconnected. It can be activated by sending energy waves through the ground transceiver and send downlink default data for the passive transceiver. Ground equipment can then obtain the train's location and track it automatically.

[0023] When the communication between the onboard transceiver and the onboard train control host is disconnected, the onboard transceiver can send a downlink default message. The default message data may include the train number / locomotive number, the onboard transceiver device number, the train end mark / train head and tail mark, the train length, the onboard transceiver's operating mode (transmit and receive mode, transmit-only mode), and the device status.

[0024] The ground two-way communication transponder can send uplink data or energy waves according to the application. It can send continuously, or it can be activated or triggered by the energy waves or downlink data sent by the vehicle transponder. Alternatively, it can be activated by the train proximity sensor or by the first wheel of the train passing over the activation magnet when it arrives. After sending for a certain period of time or if no signal of the wheel passing over the magnet is received for a certain period of time, the transmission of data or energy waves will be stopped.

[0025] The ground-based transponder can continuously send uplink energy waves, or it can be activated or triggered by energy waves or downlink data sent by the vehicle-mounted transponder, or it can be activated by the train proximity sensor or when the first wheel of the train passes over the activation magnet when it arrives, thereby receiving data sent by the vehicle-mounted transponder. After sending for a certain period of time or after not receiving a signal that the wheel has passed over the magnet for a certain period of time, the transmission of uplink energy waves is turned off.

[0026] When the downlink energy wave or downlink data of the transponder at the front (or rear) of the train is activated, the ground two-way communication transponder or ground query transponder will send uplink data or energy waves. When the train is equipped with onboard passive transponders, after the ground two-way communication transponder or ground query transponder is activated by the downlink energy wave or downlink data of the transponder at the front of the train, it will continuously send uplink energy waves to activate the onboard passive transponders of subsequent vehicles and the rear of the train. The ground equipment obtains the downlink data of the onboard passive transponders of subsequent vehicles and the rear of the train. After receiving the downlink data of the onboard passive transponder of the rear vehicle, it stops sending uplink energy waves.

[0027] The new transponder system can provide train direction identification, train number identification, and train forward and reverse track data, and supports automatic block control in reverse operation sections to improve single-track transportation efficiency.

[0028] The new transponder system can be used to configure vehicle-mounted and ground equipment, enabling the function of axle counting equipment and replacing existing axle counting equipment.

[0029] LEU equipment can manage multiple or groups of ground transponder equipment.

[0030] Beidou short message two-way communication can be used to supplement the shortcomings of the new transponder point communication, and can be used as a timely response communication channel for vehicle-to-ground two-way communication in emergency events. In areas with weak satellite signals, such as tunnels, vehicle-to-ground wireless two-way communication can be used to transmit emergency events.

[0031] The system utilizes BeiDou positioning and short message functions, wireless communication, and a new type of transponder to achieve redundancy in train positioning, automatic train location tracking, train occupancy checks, train integrity checks, and train-to-ground and train head-to-tail data exchange functions.

[0032] Tunnels, such as the long tunnels of the Sichuan-Tibet Railway, are equipped with civilian wireless mobile communication networks. These networks can be allocated dedicated frequency bands or use encryption methods for vehicle-to-ground communication and wireless positioning backup or emergency use.

[0033] In rail transit systems lacking continuous wireless vehicle-to-ground communication coverage (such as mobile communication technologies like GSM-R and LTE-R, leaky cables, and wireless communication technologies like WLAN), point-to-point communication or track circuits serve as the primary equipment for train occupancy checks and vehicle-to-ground communication: a. For trains stopping within the station, ground equipment will record the train's location in real time and send movement authorization, speed limit, track data, departure instructions, etc. to the corresponding train via 400MHz / 800MHz radio broadcasts within the station, or 400kHz inductive communication, or the TETRA communication system. b. For temporary stops within a section, if the train's location, movement authorization, and speed limit information are not lost, it can operate based on existing movement authorization, line data, and speed limit information. c. In the event of loss of location, speed limit, and movement authorization information by the onboard train control equipment during interval parking, or in the event of a power outage and restart of the onboard train control equipment, in open areas the onboard train control equipment can obtain the train's location via satellite positioning and obtain movement authorization and speed limit information via BeiDou short message communication. Ground equipment can obtain the train's location and status via BeiDou short message communication for movement authorization generation. In areas with weak satellite positioning and communication, such as tunnels, continuous positioning can be provided through tunnel satellite navigation signal enhancement technology, or wireless communication such as leaky cables, antennas, and inductive communication can be deployed to achieve vehicle-to-ground wireless communication such as WLAN, TETRA, and 400kHz inductive communication to achieve wireless positioning and two-way vehicle-to-ground communication, thereby ensuring the initial positioning and initial train operation permission of the train. After the train starts running, the onboard equipment and ground equipment can normally receive transponder data or track circuit data and positioning, and switch back to the new transponder or track circuit operation mode. d. If the onboard train control equipment loses information such as location, speed limit and movement authorization during interval parking, or if the onboard train control equipment is restarted after a power outage, it can be downgraded to visual train operation with the permission of the dispatcher. After the train starts running, the onboard equipment and ground equipment can normally receive data and location from the transponder or track circuit, and then switch back to the new transponder or track circuit working mode. By improving speed measurement accuracy (such as wheel axle speed measurement + radar speed measurement combination), controlling the cumulative distance error of each block section, and ensuring that the calculated distance of the train to the next transponder (group) is not much different from the actual transponder position, the on-board train control equipment can identify transponder packet loss by combining the line data stored on board and the transponder link relationship, thus ensuring train operation safety.

[0034] Under normal circumstances, the direction of train travel can be identified through the transponder array, thus identifying train slippage. However, there is a risk that the ground equipment may not receive the onboard transponder information if the train slips backward, resulting in a shortened safe distance for the following trains without sending a movement authorization to the following train to retreat. Train slippage can be identified through the onboard equipment, which can then control the train to stop in time to prevent further slippage. If train slippage cannot be stopped, emergency response channels (such as the aforementioned Beidou short message or vehicle-to-ground wireless communication) can be used to communicate with ground equipment and adjacent trains to avoid emergency situations. On long slopes where train slippage may occur, the headway should be increased to ensure that the preceding train has passed through the section before allowing the movement authorization of the following train to extend forward.

[0035] The uplink transponder data of the new transponder system includes route and mobility authorization information. The information can identify the receiving object, and the timeliness of the data can be ensured by adding receiving object identification information such as train number.

[0036] Based on the BeiDou short message system, the interaction status between the head and tail equipment is constructed as a supplement and backup for the train-to-ground interaction of the tail-mounted transponder. During the interval of data interaction between the tail-mounted transponder and the communication is interrupted, the head-mounted train control equipment can be triggered to obtain the tail brake tailpipe air pressure and tail positioning, which can be further used for train integrity checks, through-test confirmation, etc.

[0037] The system automatically tracks the locations of construction and work personnel along the railway line. By equipping construction personnel with BeiDou satellite transceiver modules, personnel can be located and send their own location via short messages. This allows the tracking of track workers' locations to be integrated into train operation control and management, thereby ensuring the safety of track workers.

[0038] The beneficial effects of this invention are as follows: This invention belongs to the field of rail transit. The combination of vehicle-mounted and ground equipment in the novel transponder system realizes multiple functions. It can be applied to various train operation control scenarios and vehicle information management. It can simplify equipment types, reduce construction costs and maintenance workload. By using Beidou positioning and short message function, and wireless communication as supplements, it can improve train operation control and enhance transportation efficiency and safety. Attached Figure Description

[0039] Figure 1 A schematic diagram of the uplink and downlink systems configured for a portion of the new transponder system. Figure 2 This is a schematic diagram of a train operation control system built on a novel transponder system.

[0040] In the diagram: 1-New transponder system, 11-LEU, 12-Ground transponder, 121-Ground two-way communication transponder / ground query transponder, 122-Ground passive transponder, 13-Onboard transponder system, 131-Onboard transponder system host, 132-Onboard transponder system antenna, 14-Onboard passive transponder, 2-Train control center / interlocking equipment / integrated train control and interlocking equipment, 3-Onboard train control equipment / tail equipment, 31-Onboard train control system, 32-Tail equipment, 4-Onboard passive transponder message reading and writing tool, 5-Train-to-ground communication and positioning system, 51-Station communication gateway, 52-Station wireless communication base station, 53-Satellite communication and positioning system, 54-Satellite ground station / tunnel wireless communication positioning station, 55-Tunnel wireless communication base station.

[0041] In the diagram: A1 - Interface for transmitting uplink messages from the ground transponder to the antenna unit; A2 - Interface for transmitting downlink messages from the antenna unit to the ground transponder; A3 - Interface for transmitting RF energy from the ground transponder to the antenna unit; A4 - Interface for transmitting RF energy from the antenna unit to the ground transponder; A6 - Default message update interface for the vehicle-mounted passive transponder (optional); C3 - Bidirectional communication channel between the LEU and the ground transponder; C7 - Interface for the LEU or ground equipment to supply power to the transponder; D1 - Interface for transmitting uplink transponder messages from the antenna unit to the BTM; D2 - Interface for transmitting downlink transponder messages or downlink energy waves from the BTM to the antenna unit; D3 - Interface for transmitting downlink energy waves from the BTM to the antenna unit; D4 - Interface for transmitting self-test signals from the BTM to the antenna; D5 - Interface for transmitting self-test signals from the antenna unit to the BTM; S - Communication interface for bidirectional data and status exchange between the train control center or interlocking and the LEU; B - Communication interface for bidirectional data exchange between the train control vehicle system or tail equipment and the BTM host. Detailed Implementation

[0042] The present invention will be further described below with reference to specific embodiments and accompanying drawings: The overall data link of the novel transponder system of this invention is as follows: Figure 1 As shown, it includes a ground transponder query device / ground two-way communication transponder 12, a vehicle-mounted transponder system 13, a vehicle-mounted passive transponder / 14, a LEU device 11, a vehicle-mounted passive transponder message reading and writing tool 4, etc., and vehicle-to-ground wireless communication technology 5 including satellite communication and positioning 53, station-based wireless communication 52 and 51, tunnel-based wireless communication and positioning 55, etc. The ground transponder can be placed on the track or around the track, such as the tunnel wall. Some contents of this patent refer to patents CN2021110356135, CN2022109841666, CN202211114178X, and CN2022112162764.

[0043] The A-interface communication technology of the new transponder system 1 can adopt short-range wireless communication technologies such as radio frequency, infrared, ultrasonic, microwave, Wifi, Bluetooth, and UWB. The uplink and downlink transponder data between the vehicle-mounted transponder host and the ground transponder (passing through the vehicle-mounted antenna) can refer to the existing SUBSET-036 data modulation, demodulation, and encoding / decoding methods, or other modulation, demodulation, and encoding / decoding methods can be used to ensure the security and integrity of data transmission.

[0044] Ground transponder 12 can be directly powered by ground equipment.

[0045] The ground transponder device 12 and the LEU device 11 of the new transponder system 1 can interact via serial communication. The ground transponder 12 can continuously intercept (the intercept length exceeds the length of a complete message) the downlink transponder messages that are originally sent in a loop, encode and send them, and repeat the transmission to ensure successful downlink message communication. The transponder status can be sent to the LEU as a separate communication packet. The LEU obtains the correct and complete downlink data of the transponder through layered unpacking. The LEU sends the encoded communication packets to the ground transponder periodically or as needed. The ground transponder unpacks and obtains the complete uplink message of the transponder and sends the uplink message of the transponder in a loop, which is received by the vehicle-mounted equipment. The LEU obtains and monitors the status of the ground transponder device in real time. The ground transponder device should send an uplink default message when communication with the LEU is lost or when it malfunctions. The correctness and integrity of the data are ensured by verification such as parity check or CRC check, over-response communication method, distributed time synchronization and timestamp.

[0046] The LEU and ground transponder can be transmitted via cable or optical fiber.

[0047] The onboard transponder's main processing unit exchanges data and status with the onboard train control equipment via bidirectional communication. When communication with the onboard train control equipment is lost or the onboard train control equipment malfunctions, the onboard transponder sends a downlink transponder default message.

[0048] The LEU exchanges data and status with the ground control equipment through two-way communication.

[0049] If the transponder message of the A interface is transmitted cyclically using encoding with a frame header, the A interface receiving device can identify the complete transponder message through the message frame header. Subsequent operations are described above.

[0050] The uplink transponder message updates its content when it is determined that the mobility authorization or route information needs to be updated. It can also update variable transponder data such as temporary rate limit information.

[0051] Data modification of vehicle-mounted passive transponders can be achieved by deploying vehicle-mounted passive transponder reading and writing tools in special locations to enable message reading, writing, updating, and checking.

[0052] The vehicle-mounted transceiver can switch to passive transceiver mode when there is no power supply or when communication between the vehicle-mounted antenna and the transceiver host is disconnected. It is activated by sending energy waves through the ground transceiver and sends downlink data including train number / locomotive number, vehicle-mounted transceiver device number, train end mark / train head and tail mark, train length, and vehicle-mounted transceiver transceiver operating mode (transmit and receive mode, transmit-only mode). Ground equipment can then obtain the train's location and track it automatically.

[0053] By deploying new transponder system ground equipment along the track line, the track section is divided into several block sections: a. Transponder transceivers are installed at both the head and tail of the train. When the transponder transceiver at the head of the train passes the transponder / transponder group, the section in front of the transponder / transponder group is identified as occupied. Only when the transponder transceiver at the tail of the train passes the transponder / transponder group is the section behind the transponder identified as cleared. The transponder transceivers at the head and tail of the train can be replaced with onboard passive transponder equipment, which can also realize train occupancy checks and train integrity checks. b. For train integrity guaranteed by the train itself and transponder transceivers only installed at the head of the train, when the train length is less than the block section length, when the head transponder transceiver ... c. For non-motorized trains such as EMUs, if both ends of the train are equipped with transponder transceivers, and both transponders operate during train operation, the train occupancy check and train integrity check method described in this patent, where transponders are installed at both ends, can be used. If only the transponder transceiver at the active end of the train operates during operation, and the other end does not, the train occupancy check method described in this patent, where only the transponder transceiver at the head of the train is installed, can be used. If only the transponder at the active end of the train operates during operation, and the other end does not, the train occupancy check method described in this patent, where only the transponder transceiver at the head of the train is installed, can be used. The transceiver device operates on one end but not the other. By setting the non-activated end of the transceiver device, it can be converted to the on-board passive transceiver mode when there is no power supply or it is not working. It transmits default downlink transceiver data through the activation of ground energy waves. The data includes train number / locomotive number, on-board transceiver device number, train end mark, train length, and on-board transceiver device operating mode (transmit and receive mode, transmit-only mode), etc. The train occupancy check and train integrity check method described in this patent, which installs transceiver transceiver devices (on-board passive transceiver devices) at both the head and tail of the train, can be used.

[0054] The ground two-way communication transponder can send uplink data or energy waves according to the application. It can send continuously, or it can be activated or triggered by the energy waves or downlink data sent by the vehicle transponder. Alternatively, it can be activated by the train proximity sensor or by the first wheel of the train passing over the activation magnet when it arrives. After sending for a certain period of time or if no signal of the wheel passing over the magnet is received for a certain period of time, the transmission of data or energy waves will be stopped.

[0055] The ground-based transponder can continuously send uplink energy waves, or it can be activated or triggered by energy waves or downlink data sent by the vehicle-mounted transponder, or it can be activated by the train proximity sensor or when the first wheel of the train passes over the activation magnet when it arrives, thereby receiving data sent by the vehicle-mounted transponder. After sending for a certain period of time or after not receiving a signal that the wheel has passed over the magnet for a certain period of time, the transmission of uplink energy waves is turned off.

[0056] When the downlink energy wave or downlink data of the transponder at the front (or rear) of the train is activated, the ground two-way communication transponder or ground query transponder will send uplink data or energy waves. When the train is equipped with onboard passive transponders, after the ground two-way communication transponder or ground query transponder is activated by the downlink energy wave or downlink data of the transponder at the front of the train, it will continuously send uplink energy waves to activate the onboard passive transponders of subsequent vehicles and the rear of the train. The ground equipment obtains the downlink data of the onboard passive transponders of subsequent vehicles and the rear of the train. After receiving the downlink data of the onboard passive transponder of the rear vehicle, it stops sending uplink energy waves.

[0057] The new transponder system can provide train direction identification, train number identification, and train forward and reverse track data, and supports automatic block control in reverse operation sections, which can improve single-track transportation efficiency.

[0058] The new transponder system can be used to configure vehicle-mounted and ground equipment, enabling the function of axle counting equipment.

[0059] LEU equipment can manage multiple or groups of ground transponder equipment.

[0060] Beidou short message two-way communication can be used to supplement the shortcomings of the new transponder point communication, and can be used as a timely response communication channel for vehicle-to-ground two-way communication in emergency events. In areas with weak satellite signals, such as tunnels, vehicle-to-ground wireless two-way communication can be used to transmit emergency events.

[0061] In rail transit systems without continuous wireless vehicle-to-ground communication coverage, when point-to-point communication or track circuits are the primary equipment for train occupancy checks and vehicle-to-ground communication, the following supplementary measures can be taken: a. When the train stops at the station, the ground equipment records the train's location in real time and sends movement authorization, speed limit, track data, departure instructions, etc. to the corresponding train through station radio broadcasts, or wireless communication such as inductive communication or TETRA communication system. b. For temporary stops within a section, if the train's location, movement authorization, and speed limit information are not lost, it can operate based on existing movement authorization, line data, and speed limit information. c. If the onboard train control equipment loses information such as location, speed limit, and movement authorization during a stop in the section, or if the onboard train control equipment is restarted after a power outage, in open areas, the onboard train control equipment can obtain the train's location via satellite positioning and information such as movement authorization and speed limit via BeiDou short message communication. Ground equipment can obtain the train's location and status via BeiDou short message communication for movement authorization generation. In areas with weak satellite positioning and communication, such as tunnels, continuous positioning can be provided through satellite navigation signal enhancement technology within the tunnel, or wireless communication such as leaky cables, antennas, and inductive communication can be deployed to achieve wireless positioning and two-way communication between the train and the ground, such as WLAN, TETRA, and 400kHz inductive communication, thereby ensuring the initial positioning and initial driving permission of the train. After the train starts running, the onboard equipment and ground equipment can normally receive transponder data or track circuit data and positioning, and switch back to the new transponder or track circuit operating mode. d. If the onboard train control equipment loses information such as location, speed limit, and movement authorization during interval parking, or if the onboard train control equipment is restarted after a power outage, it can be downgraded to visual train operation with the permission of the dispatcher. After the train starts running, the onboard equipment and ground equipment can normally receive data and location from the transponder or track circuit, and then switch back to the new transponder or track circuit operation mode.

[0062] By improving speed measurement accuracy (such as wheel axle speed measurement + radar speed measurement combination), controlling the cumulative distance error of each block section, and ensuring that the calculated distance of the train to the next transponder (group) is not much different from the actual transponder position, the on-board train control equipment can identify transponder packet loss by combining the line data stored on board and the transponder link relationship, thus ensuring train operation safety.

[0063] Under normal circumstances, the direction of train travel can be identified through the transponder array, thus identifying train slippage. However, there is a risk that the ground equipment may not receive the onboard transponder information if the train slips backward, resulting in a shortened safe distance for the following trains without sending a movement authorization to the following train to retreat. In such cases, the onboard equipment can identify the train slippage and control the train to stop in time to prevent further slippage. If the train slippage cannot be stopped, the emergency response channel can be used to communicate with the ground equipment and adjacent trains to exchange emergency status information for evacuation. On long slopes where train slippage may occur, the headway should be increased to ensure that the preceding train has passed through the section before allowing the movement authorization of the following train to extend forward.

[0064] The uplink transponder data of the new transponder system includes route and mobility authorization information. The information can identify the receiving object, and the timeliness of the data can be ensured by adding receiving object identification information such as train number.

[0065] Based on the BeiDou short message system, the interaction status between the head and tail equipment is constructed as a supplement and backup for the train-to-ground interaction of the tail-mounted transponder. During the interval of data interaction between the tail-mounted transponder and the communication is interrupted, the head-mounted train control equipment can be triggered to obtain the tail brake tailpipe air pressure and tail positioning, which can be further used for train integrity checks, through-test confirmation, etc.

[0066] The system automatically tracks the locations of construction and work personnel along the railway line. By equipping construction personnel with BeiDou satellite transceiver modules, personnel can be located and send their own location via short messages. This allows the tracking of track workers' locations to be integrated into train operation control and management, thereby ensuring the safety of track workers.

[0067] The beneficial effects of this invention are as follows: This invention belongs to the field of rail transit, and utilizes various combinations of ground and on-board transponder system equipment to achieve multiple functions. It can be applied to various scenarios, simplify equipment types, reduce construction costs and maintenance workload, and use Beidou positioning and short message functions, wireless positioning and communication, etc. as supplements to improve train operation control and other functions, thereby improving transportation efficiency and safety.

[0068] The above embodiments are for illustrative purposes only and are not intended to limit the invention. Those skilled in the art can make various changes or modifications without departing from the spirit and scope of the invention. Therefore, all equivalent technical solutions should also fall within the protection scope of the invention, which should be defined by the claims.

Claims

1. A novel transponder and a method and system for realizing its functions and applications by combining it with BeiDou short message service, characterized in that: The combination of new transponder devices enables functions such as vehicle-to-ground communication, train positioning, automatic train tracking, track occupancy checks, train integrity checks, and vehicle-to-ground joint control. The new transponder ground equipment can be placed in a suitable location beside the track to achieve the same functions. The BeiDou positioning and short message functions, as well as wireless communication and positioning functions, can be used as an emergency real-time vehicle-to-ground transmission channel. The BeiDou positioning and short message functions, as well as wireless communication and positioning functions, can supplement and redundancy the new transponder system in terms of train positioning, vehicle-to-ground, and head-to-tail data exchange. This enables automatic train tracking, occupancy and integrity checks, acquisition of tail-to-tail air pressure and positioning information by the head-to-tail equipment, and confirmation through-running tests.

2. A method and system for realizing the functions and applications of a novel transponder, characterized in that: The new transponder's A interface can employ short-range wireless communication technology. The data exchange between the transponder's onboard equipment and the ground transponder can refer to the modulation, demodulation, and encoding / decoding methods of SUBSET-036, but other modulation, demodulation, and encoding / decoding methods can also be used to ensure the correctness and integrity of data transmission. The A interface transponder message can be encoded with a frame header, and the A interface receiving device can identify the complete transponder message through the message frame header. The ground transponder can be directly powered by the ground equipment. Data integrity is ensured through verification methods such as parity check or CRC check, response communication, distributed time synchronization, and timestamps.

3. The method and system for realizing the function and application of the novel transponder according to claims 1 and 2, characterized in that: a. The LEU and the ground transponder (excluding the ground passive transponder) can use bidirectional transmission. The transmission medium can be cable or optical fiber. The status of the ground transponder can be monitored in real time. The ground transponder should send an uplink default message when communication with the LEU is lost or when it malfunctions. The LEU can communicate and encode with the ground transponder using the existing C-interface method. The LEU and the ground transponder can communicate serially. The ground transponder can continuously intercept and encode the cyclically transmitted downlink transponder messages and send them to the LEU, or the ground transponder can continuously identify complete data packets through the message frame header and encode them and send them to the LEU. The transponder status can be sent to the LEU as a separate communication packet. The LEU obtains the correct and complete downlink data of the transponder through layered unpacking. The LEU sends the encoded communication packets periodically or as needed to the ground transponder, which unpacks them and obtains the complete uplink transponder messages and sends them cyclically. b. The onboard transponder host and the onboard train control equipment use bidirectional communication to exchange data. When communication with the onboard train control equipment is lost, or when the onboard train control equipment malfunctions or loses power, the onboard transponder sends a downlink transponder default message, and the ground equipment can obtain the train's location and automatically track and monitor the equipment status.

4. The method and system for realizing the function and application of the novel transponder according to claims 1 and 2, characterized in that: By deploying new transponder system ground equipment along the track line, the track section is divided into several equivalent block sections: Transponder transceivers or onboard passive transponders are installed at both the beginning and end of the train. When the transponder at the beginning of the train passes the ground transponder / transponder group, the section in front of the ground transponder / transponder group is identified as occupied. Only when the transponder at the end of the train passes the ground transponder / transponder group is the section behind the ground transponder / transponder group identified as cleared and free. Train integrity checks can be performed. Train integrity is guaranteed by the train itself, and the transponder transceiver is only installed at the head of the train. When the train length is less than the block section length, when the head transponder transceiver ... c. In non-motorized vehicle mode, transponder transceivers are installed at both ends of the train. Both transponder transceivers operate during train operation, as described in paragraph a. If only the transponder transceiver at the active end operates during non-motorized vehicle mode, and the other end does not operate, as described in paragraph b. If only the transponder transceiver at the active end operates during non-motorized vehicle mode, and the other end does not operate, the transponder transceiver at the inactive end can be switched to on-board passive transponder operation mode when there is no power supply or it is not working. The downlink on-board passive transponder default data is transmitted through the activation of ground energy waves, as described in paragraph a, to achieve train occupancy check.

5. The method and system for realizing the function and application of the novel transponder according to claims 1 and 2, characterized in that: The vehicle-mounted transceiver transceiver can switch to the vehicle-mounted passive transceiver working mode when there is no power supply or when the vehicle-mounted antenna is disconnected from the transceiver transceiver host. It can be activated by sending energy waves through the ground transceiver and send downlink vehicle-mounted passive transceiver default data, which may include train number / locomotive number, vehicle-mounted transceiver device number, train end mark / train head and tail mark, train length, working mode, etc. When the communication between the onboard transceiver transceiver and the onboard train control equipment is disconnected, the onboard transceiver ...

6. The method and system for realizing the function and application of the novel transponder according to claims 1 and 2, characterized in that: The ground two-way communication transponder can send uplink data or energy waves according to the application scenario. It can send continuously, or it can be triggered by the energy waves or downlink data sent by the vehicle transponder, or it can be started by the train proximity sensor or by the train wheels running over the activation magnet when the train arrives. It will shut down after sending for a certain period of time or after not receiving the signal of the wheels running over the magnet for a certain period of time. The ground query transponder can continuously send uplink energy waves, or be triggered by energy waves or downlink data sent by the vehicle transponder, or be activated by the train proximity sensor or by the train wheels running over the activation magnet when the train arrives, thereby receiving downlink data from the vehicle transponder. After continuously sending for a certain period of time or after not receiving a signal that the wheels have run over the magnet for a certain period of time, the transmission is turned off. After the downlink energy wave or downlink data of the transponder at the front or rear of the train is triggered, the ground two-way communication transponder or ground query transponder sends uplink data or energy wave. When the vehicle is equipped with an on-board passive transponder, after the downlink energy wave or downlink data of the transponder at the front of the train is triggered by the ground two-way communication transponder or ground query transponder, it continuously sends uplink energy wave to activate the on-board passive transponders of subsequent vehicles and the rear of the train. The ground equipment obtains the downlink data of the on-board passive transponders of subsequent vehicles and the rear of the train. When the downlink data of the on-board passive transponder of the rear vehicle is received, the transmission of uplink energy wave is turned off.

7. The method and system for realizing the function and application of the novel transponder according to claims 1 and 2, characterized in that: The new transponder system can provide train running direction identification, train number identification, and train forward and reverse track data, and supports automatic block control in reverse running sections to improve single-track transportation efficiency. The uplink transponder message updates its content when it is determined that the mobility authorization or route information needs to be updated. It can also update variable transponder data such as temporary speed limit information. When vehicle-to-ground control is required within the station, the uplink and downlink messages can be updated by responding. The message modification of the vehicle-mounted passive transponder can be achieved by deploying vehicle-mounted passive transponder reading and writing tools in special locations to realize message reading, writing, updating and checking; LEU equipment can manage multiple or groups of ground transponder equipment.

8. The novel transponder and the method and system for realizing functions and applications by combining BeiDou short message service according to claims 1 and 2, characterized in that: Beidou short message service can be used to transmit emergency events in open areas along the route. In areas with weak satellite signals, vehicle-to-ground wireless two-way communication can be used to transmit emergency events, achieving a vehicle-to-ground emergency two-way transmission channel covering the entire route. Train runaway is mainly detected and controlled by onboard equipment to stop the train in time. Transponder groups can be used to identify train runaway and overshooting. When train runaway cannot be stopped, emergency response channels can be used to communicate with ground equipment and adjacent trains to avoid emergency situations. On long slopes where runaway may occur, the headway is increased to ensure that the preceding train has passed through the section before the authorization for the following train to move forward is extended.

9. The novel transponder and the method and system for realizing functions and applications by combining BeiDou short message service according to claims 1 and 2, characterized in that: In sections without continuous wireless vehicle-to-ground communication coverage, point-to-point communication or track circuits are used as the primary equipment for train occupancy checks and vehicle-to-ground communication: For trains stopping within the station, ground equipment tracks and records the train's location in real time. It can also send movement authorization, speed limit, track data, departure instructions, etc. to the corresponding train through the wireless communication system to obtain the train's status. For temporary stops within a section, if the train's location, movement authorization, and speed limit information are not lost, it can operate based on existing movement authorization, line data, and speed limit information. For train control equipment on board during interval stops that loses information such as location, speed limit, and movement authorization, in open areas the onboard train control equipment can obtain the train's location via satellite positioning and movement authorization and speed limit via BeiDou short message communication. Ground equipment can obtain the train's location and status via BeiDou short message communication for movement authorization generation. In areas with weak satellite positioning and communication, continuous positioning can be achieved through navigation signal enhancement technology. Wireless communication can be set up to achieve wireless positioning and two-way communication between the train and the ground, enabling initial train positioning and initial train operation permission. After the train starts running, the onboard equipment and ground equipment can normally receive transponder data or track circuit data and positioning, and switch back to the new transponder or track circuit operation mode. d. For situations where the onboard train control equipment loses its location, speed limit, or movement authorization during interval parking, it can be downgraded to visual train operation with the permission of the dispatcher. After the train starts running, the onboard equipment and ground equipment obtain the data and location of the transponder or track circuit, and switch back to the new transponder or track circuit operation mode.

10. The novel transponder and the method and system for realizing functions and applications by combining BeiDou short message service according to claims 1 and 2, characterized in that: By using multi-sensor fusion, the distance calculation error of the on-board equipment in a single block section is ensured to be small. Combined with the on-board stored line data and transponder link relationship, the on-board train control equipment can identify the loss of transponders (groups). Uplink transponder data contains route and mobility authorization information. The timeliness of the data can be ensured by adding receiving object identification information such as train number to the uplink message. By equipping construction workers along the railway line with BeiDou satellite transceiver modules, personnel can be located and send their own location via short messages, enabling emergency transmission, automatic personnel location tracking, and emergency response. This technology is also integrated into the train operation control system to ensure operational safety.

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