Train positioning method, vehicle-mounted equipment and train control system

Abstract

The invention discloses a train positioning method, vehicle-mounted equipment and a train control system. The method comprises the following steps: receiving message information from one or more transponders in a transponder group when a train passes through the transponder group; determining a data state of a backup transponder in the transponder group according to the message information; and executing a corresponding positioning control strategy based on the determined data state, including: positioning the train according to the message information under the condition that the backup data is normal; in the case of partial backup data loss, firstly judging whether the backup transponder with data loss contains a reference transponder, then in the case of containing the reference transponder, setting a tolerance window of a link distance to position the train, and in the case of not containing the reference transponder, positioning the train according to message information; and under the condition that all backup data are lost, train positioning is judged to be abnormal. According to the scheme, the reliability of train positioning can be ensured to the maximum extent, and the availability of the system is improved.

Description

Technical Field

[0001] This disclosure relates to, but is not limited to, the field of rail transit technology, and particularly to a train positioning method, on-board equipment, and train control system. Background Technology

[0002] Currently, ETCS-1 and ETCS-2 train control systems are commonly used in European mainline railway signaling systems; CTCS-2 and CTCS-3 train control systems are commonly used in my country's mainline railway signaling systems; and point-based signaling systems and communication-based train control systems (CBTC systems) are commonly used in urban rail signaling. These systems can be broadly categorized into onboard and ground systems based on their functions. The basic principle is that the onboard system performs calculations and provides protection based on ground data and train operation permission information transmitted from the ground system, combined with its own stored parameters and data. Therefore, for railway signaling systems, information transmission between the onboard and ground systems is a crucial link in ensuring the safe and usable operation of railway signals.

[0003] Currently, railway signaling systems commonly employ three modes for vehicle-to-ground information transmission: point-to-point, continuous, and point-to-connection. Point-to-point transmission utilizes transponders to achieve ground-to-vehicle information transmission, such as the ETCS-1 train control system for European mainline railways and point-to-point systems in urban rail transit. Continuous transmission uses track circuits or loop lines to achieve ground-to-vehicle information transmission, or wireless transmission for bidirectional communication between vehicle and ground, such as the ETCS-2 train control system for European mainline railways and CBTC systems in urban rail transit. Point-to-connection systems combine point-to-point and continuous modes, such as my country's CTCS-2 train control system. In point-to-point systems, transponders are the key equipment for vehicle-to-ground communication; when a train passes a ground transponder, it receives data from the ground transponder via the transponder receiving antenna on the onboard system.

[0004] In continuous transmission, information is transmitted and changes in real time, so there is no risk of losing critical information. However, in point transmission, information can only be received when it passes through a transponder. If a transponder is lost, it may lead to the loss of critical information, resulting in reduced system availability. Summary of the Invention

[0005] The following is an overview of the subject matter described in detail herein. This overview is not intended to limit the scope of the claims.

[0006] This disclosure provides a train positioning method, on-board equipment, and train control system that can improve system availability.

[0007] One embodiment of this disclosure provides a vehicle positioning method, which may include: receiving message information from one or more transponders in a transponder group when a train passes through the transponder group; the transponder group includes at least one ordinary transponder and multiple backup transponders; determining the data status of the backup transponders in the transponder group based on the message information, wherein the data status of the backup transponders includes normal backup data, partial backup data loss, and complete backup data loss; and executing a corresponding positioning control strategy based on the determined data status, including: locating the train according to the message information when the backup data is normal; and locating the train according to the message information when some backup data is lost. The system identifies the backup transponder that has experienced data loss and determines whether it includes a reference transponder, which is a transponder used to send messages carrying link distance information. If the backup transponder includes a reference transponder, a tolerance window for the link distance is set based on the backup transponder's information, and the train is located based on the tolerance window and the message information. If the backup transponder does not include a reference transponder, the train is located based on the message information. If all backup data is lost, the train's location is determined to be abnormal.

[0008] An embodiment of this disclosure also provides an on-board device, including: a storage medium and a processor; the storage medium is used to store a program for train positioning; the processor is used to read the program for train positioning and execute the train positioning method as described in any embodiment of this disclosure.

[0009] One embodiment of this disclosure also provides a train control system, including: on-board equipment and a transponder group as described in any embodiment of this disclosure; the transponder group includes at least one ordinary transponder and a plurality of backup transponders; the ordinary transponder and the backup transponders are configured to send stored message information when a train passes by.

[0010] Compared with related technologies, the train positioning method, on-board equipment, and train control system provided in this disclosure perform train positioning based on message information sent by a transponder group containing multiple backup transponders. Specifically, it identifies the data status of the backup transponders based on the received message information and then executes corresponding positioning control strategies based on the data status of the backup transponders. From the implementation of executing corresponding positioning control strategies based on the data status of backup transponders, it can be seen that the positioning scheme of this disclosure can directly locate the train based on message information when the backup data is normal; when some backup data is lost, the train can be located based on the tolerance window and message information without affecting train operation; only when all backup data is lost will it affect train positioning. Therefore, it can be seen that the train positioning scheme of this disclosure, through multiple backup transponders, ensures the reliability of train positioning to the greatest extent, thereby significantly improving system availability. It can also be seen that the train positioning scheme of this disclosure supports multiple backup transponders, and the more backup transponders there are, the lower the possibility of data loss and the higher the system availability.

[0011] Other features and advantages of this disclosure will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the disclosure. Other advantages of this disclosure may be realized and obtained by means of the methods described in the description and the accompanying drawings. Attached Figure Description

[0012] The accompanying drawings are used to provide an understanding of the technical solutions of this disclosure and form part of the specification. They are used together with the embodiments of this disclosure to explain the technical solutions of this disclosure and do not constitute a limitation on the technical solutions of this disclosure.

[0013] Figure 1 This is a simplified flowchart of the train positioning method according to an embodiment of the present disclosure; Figure 2 This is a schematic diagram of the vehicle-mounted device according to an embodiment of this disclosure; Figure 3 This is a schematic diagram of a train control system according to an embodiment of the present disclosure. Detailed Implementation

[0014] This disclosure describes several embodiments, but these descriptions are exemplary and not limiting, and it will be apparent to those skilled in the art that many more embodiments and implementations are possible within the scope of the embodiments described herein. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are also possible. Unless specifically limited, any feature or element of any embodiment may be used in combination with, or may replace, any feature or element of any other embodiment.

[0015] This disclosure includes and contemplates combinations of features and elements known to those skilled in the art. The embodiments, features, and elements disclosed in this disclosure may also be combined with any conventional features or elements to form unique inventive solutions. Any feature or element of any embodiment may also be combined with features or elements from other inventive solutions to form another unique inventive solution. Therefore, it should be understood that any feature shown and / or discussed in this disclosure may be implemented individually or in any suitable combination. Therefore, the embodiments are not limited except by the limitations imposed by the appended claims and their equivalents. Furthermore, various modifications and changes may be made within the scope of the appended claims.

[0016] Furthermore, in describing representative embodiments, the specification may have presented methods and / or processes as a specific sequence of steps. However, the method or process should not be limited to the specific order of steps described herein, to the extent that the method or process does not depend on the specific order of steps described herein. As will be understood by those skilled in the art, other sequences of steps are also possible. Therefore, the specific order of steps set forth in the specification should not be construed as a limitation of the claims. Moreover, the claims relating to the method and / or process should not be limited to the steps performed in the order written, and those skilled in the art will readily understand that these orders can be varied and still remain within the spirit and scope of the embodiments disclosed herein.

[0017] One embodiment of this disclosure provides a train positioning method, such as... Figure 1 As shown, it may include: Step S110: Receive message information from one or more transponders in the transponder group when the train passes through the transponder group; the transponder group includes at least one normal transponder and multiple backup transponders; Step S120: Based on the message information, determine the data status of the backup transponders in the transponder group. The data status of the backup transponders includes normal backup data, partial backup data loss, and complete backup data loss. Step S130: Based on the determined data state, execute the corresponding positioning control strategy, which may include: If the backup data is normal, the train is located based on the message information; In the event of partial backup data loss, the status of the backup transponder that experienced data loss is determined based on the message information, and it is determined whether the backup transponder that experienced data loss includes a reference transponder, wherein the reference transponder refers to the transponder used to send message information carrying link distance; if the backup transponder that experienced data loss includes a reference transponder, a tolerance window for the link distance is set based on the status of the backup transponder that experienced data loss, and the train is located based on the tolerance window and the message information; if the backup transponder that experienced data loss does not include a reference transponder, the train is located based on the message information. If all backup data is lost, the train's positioning is determined to be abnormal.

[0018] The train positioning method in this embodiment is based on message information sent by a transponder group containing multiple backup transponders. Specifically, it identifies the data status of the backup transponders based on the received message information and then executes the corresponding positioning control strategy based on the data status of the backup transponders. From the implementation of executing the corresponding positioning control strategy based on the data status of the backup transponders, it can be seen that the positioning method in this embodiment can directly locate the train based on the message information when the backup data is normal; when some backup data is lost, the train can be located based on the tolerance window and message information without affecting train operation; only when all backup data is lost will the train positioning be affected. Therefore, it can be seen that the solution in this embodiment, through multiple backup transponders, ensures the reliability of train positioning to the greatest extent, thereby significantly improving the availability of the system. It can also be seen that the train positioning method in this embodiment supports multiple backup transponders, and the more backup transponders there are, the lower the possibility of data loss and the higher the availability of the system.

[0019] For example, the backup transponder can be used to store critical information, such as route information and line data information.

[0020] For example, the message information in the multiple backup transponders is a backup of each other.

[0021] For example, the backup transponder may or may not include a base transponder.

[0022] In one exemplary embodiment, the message information of each transponder may include a backup identifier field; determining the data status of the backup transponders in the transponder group based on the message information may include: For each transponder's message information, the backup identifier field in the message information is obtained to determine whether the transponder is a backup transponder. If it is a backup transponder, the total number of backup transponders in the transponder group is determined based on the backup identifier field. The number of valid backup transponders is obtained based on the identification results of the backup identifier field of all received message information; the valid backup transponder refers to the backup transponder corresponding to the received message information. If the number of valid backup transponders is equal to the total number of backup transponders, the data status of the backup transponders is determined to be normal backup data; if the number of valid backup transponders is less than the total number of backup transponders and the number of valid backup transponders is not zero, the data status of the backup transponders is determined to be partially lost backup data; if the number of valid backup transponders is zero, the data status of the backup transponders is determined to be all lost backup data.

[0023] The train positioning method in this embodiment can determine whether a transponder is a backup transponder by using the backup identifier field in the transponder's message information, and can also obtain the total number of backup transponders in the transponder group. Then, the data status of the backup transponders can be determined based on the number of valid backup transponders and the total number of backup transponders. Thus, the corresponding positioning control strategy can be executed based on the data status of the backup transponders to ensure the reliability of train positioning to the greatest extent, thereby significantly improving the availability of the system.

[0024] In one example of this embodiment, the backup identifier field may include the total number of backup transponders, which is used to obtain the total number of backup transponders included in the transponder group; determining whether the transponder is a backup transponder may include: If the total number of backup transponders in the backup identifier field of the transponder's message information is greater than zero, the transponder is determined to be a backup transponder. When the total number of backup transponders in the backup identifier field of the transponder's message information is equal to zero, the transponder is determined to be a normal transponder.

[0025] For example, the total number of backup transponders in the backup identifier field of a backup transponder can be set to a value that allows the total number of backup transponders to be obtained (for example, it can be the total number of backup transponders, or it can be the sequence number of the backup transponder with the largest sequence number; some specific implementations can be found in Table 1 below. It should be noted that this value will definitely not be zero if there are backup transponders in the transponder group), while the total number of backup transponders in the backup identifier field of a regular transponder can be set to zero. Thus, if the total number of backup transponders in the obtained message is greater than zero, then the transponder corresponding to that message is a backup transponder; otherwise, the transponder corresponding to the message is a regular transponder.

[0026] In this embodiment of the train positioning method, since the total number of backup transponders in the backup identifier field differs between backup transponders and ordinary transponders, it is possible to determine whether a transponder is a backup transponder or an ordinary transponder based on the total number of backup transponders in the backup identifier field. After determining the transponder type, the number of backup transponders in the transponder group can be obtained based on the total number of backup transponders in the backup identifier field of any backup transponder. Because this embodiment can determine the transponder type and obtain the total number of backup transponders using the total number of backup transponders from a single backup transponder, this solution can save message storage space and improve the efficiency of message transmission and parsing.

[0027] In another example of this embodiment, the backup identification field may include backup transponder identification information and the total number of backup transponders.

[0028] In the train positioning method of this embodiment, the backup identifier field records backup transponder identification information and the total number of backup transponders. This allows for direct determination of whether a transponder is a backup or a regular transponder based on the backup transponder identification information. Furthermore, the total number of backup transponders in a transponder group can be determined by examining the total number of backup transponders in the message information of any single backup transponder.

[0029] In one exemplary embodiment, the backup identifier field may further include transponder backup location information, which is used to obtain the sequence number of the backup transponder in the backup transponder group; the reference transponder is the first transponder in the transponder group, and the sequence number of the reference transponder is the initial sequence number; determining whether the backup transponder that has experienced data loss includes the reference transponder may include: Based on the transponder backup location information, the first valid backup transponder and its corresponding sequence number are determined; the first valid backup transponder refers to the valid backup transponder that is ranked first. If the sequence number of the first valid backup transponder is not equal to the initial sequence number, it is determined that the backup transponder that has lost data includes the base transponder; if the sequence number of the first valid backup transponder is equal to the initial sequence number, it is determined that the backup transponder that has lost data does not include the base transponder.

[0030] For example, the initial sequence number refers to the sequence number that appears first in the sorting, such as "000" in the M_DUP field in the example in Table 1 below.

[0031] In the train positioning method of this embodiment, the transponder with the initial sequence number is used as the reference transponder (that is, the transponder with the earliest position is used as the reference transponder). At the same time, the valid backup transponder with the earliest position is determined as the first valid backup transponder based on the backup position information of the transponder in the backup identifier field. In this way, it can be determined whether the transponder is the reference transponder by whether the sequence number and the initial sequence number of the first valid backup transponder are equal. Then, it can be determined whether the backup transponder that has lost data includes the reference transponder.

[0032] Of course, the above implementation is just one example. Other methods can also be used to determine whether a backup transponder that has experienced data loss includes a base transponder. For example, determining whether a backup transponder that has experienced data loss includes a base transponder can also include: determining the sequence number of each valid backup transponder based on the transponder backup location information; for each valid backup transponder, determining whether the sequence number of the valid backup transponder is equal to the initial sequence number; if the sequence number of any valid transponder is equal to the initial sequence number, determining that the backup transponder that has experienced data loss does not include a base transponder; if the sequence numbers of all valid transponders are not equal to the initial sequence number, determining that the backup transponder that has experienced data loss includes a base transponder.

[0033] In one exemplary embodiment, determining the situation of a backup transponder that has experienced data loss based on the message information may include: determining the number of backup transponders that were lost prior to the first valid backup transponder based on the sequence number of the first valid backup transponder, wherein the number of backup transponders that were lost prior to the first valid backup transponder refers to the number of backup transponders lost before the first valid backup transponder. Setting the tolerance window for the link distance based on the status of backup transponders that have experienced data loss may include: determining the tolerance window for the link distance based on the number of backup transponders that have been lost and the preset installation location accuracy.

[0034] In the train positioning method of this embodiment, when some backup data is lost and the backup transponder that lost data includes the reference transponder (i.e., the reference transponder data is lost, but its backup transponder data can still be used normally), the number of previously lost backup transponders is first determined, and then the tolerance window of the link distance can be determined based on the number of previously lost backup transponders and the preset installation position accuracy, so as to lay the foundation for train positioning in this case.

[0035] In one exemplary embodiment, locating the train based on the tolerance window and the message information of the transponder group may include: During the process of locating the train based on the message information of the transponder group, if it is found that the actual link distance is different from the preset link distance, the deviation value of the link distance and the size of the tolerance window are determined. If the deviation of the link distance is less than or equal to the tolerance window, the train positioning is determined to be normal; if the deviation of the link distance is greater than the tolerance window, the train positioning is determined to be abnormal. The preset link distance refers to the link distance carried in the message information of the transponder, and the deviation value of the link distance refers to the absolute value of the difference between the actual link distance and the preset link distance.

[0036] The train positioning method in this embodiment enables the setting of a tolerance window to prevent the train positioning from being affected by the deviation of the link distance when some backup data is lost and the backup transponder that lost data includes the reference transponder (i.e., the reference transponder data is lost, but its backup transponder data can still be used normally).

[0037] In one exemplary embodiment, the message information may further include a total number of transponders field and a transponder location field. The total number of transponders field is used to obtain the total number of transponders contained in the transponder group, and the transponder location field is used to obtain the sequence number of the transponder among the backup transponders in the transponder group.

[0038] In the train positioning method of this embodiment, the message information may also include a total number of transponders field and a transponder location field. These fields can be used to determine the total number of all transponders in the transponder group and the location of each transponder.

[0039] One embodiment of this disclosure also provides a vehicle-mounted device, such as... Figure 2 As shown, it includes: a storage medium and a processor; the storage medium is used to store a program for train positioning; the processor is used to read the program for train positioning and execute the train positioning method as described in any embodiment of this disclosure.

[0040] One embodiment of this disclosure also provides a train control system, such as... Figure 3 As shown, it may include: on-board equipment and transponder group as described in any embodiment of this disclosure; the transponder group includes at least one ordinary transponder and a plurality of backup transponders; the ordinary transponder and backup transponders are configured to send stored message information when a train passes by.

[0041] In one exemplary embodiment, the ordinary transponder and the backup transponder each store message information, which includes a total number of transponders field, a transponder location field, and a backup identifier field. The backup identifier field includes transponder backup location information and total number of backup transponders information. The total number of transponders field indicates the total number of transponders in the transponder group, and the transponder location field indicates the sequence number of the transponder among the backup transponders in the transponder group. For a backup transponder, the backup location information indicates its sequence number among the backup transponders in the transponder group, and the total number of backup transponders indicates the total number of backup transponders in the transponder group. For an ordinary transponder, the backup location information and the total number of backup transponders are both zero (these can be in any form and represent a value of zero).

[0042] In summary, this disclosure implements a train positioning method, on-board equipment, and train control system. The scheme employs a redundant design for the transponder, ensuring backup information is available even if a transponder transmitting critical information is lost due to an anomaly. This maximizes the reliability of train positioning and significantly improves system availability.

[0043] The following is a specific example of the train positioning method disclosed herein, applied to a train control system. The train control system may include onboard equipment and a transponder group. The transponder group may include at least one ordinary transponder and multiple backup transponders. The onboard equipment positions the train using this train positioning method. The train positioning method may include the following steps S210-S230: Step S210: Receive message information from one or more transponders in the transponder group when the train passes through the transponder group; the transponder group includes at least one ordinary transponder and multiple backup transponders; wherein the message information in the multiple backup transponders is a backup for each other.

[0044] For example, suppose the transponder group includes three backup transponders and two regular transponders. Each transponder pre-stores and sends message information to the train as shown in Table 1 below. N_TOTAL is the total number of transponders field, N_PIG is the transponder location field, and M_DUP is the backup identifier field. M_DUP is a composite encoded field. For backup transponders, the lower 4 bits of the M_DUP field are used to obtain the total number of backup transponders, and the higher 3 bits are used to obtain the backup location information. For regular transponders, both the lower 4 bits and the higher 3 bits of the M_DUP field are initial values.

[0045] The total number of transponders field is used to obtain the total number of transponders in the transponder group; the transponder location field is used to obtain the sequence number of the transponder among the backup transponders in the transponder group; the transponder backup location information is used to obtain the sequence number of the backup transponder among the backup transponders in the transponder group; and the total number of backup transponders information is used to obtain the total number of backup transponders in the transponder group.

[0046] It should be noted that Table 1 only lists the fields related to the inventive points of this disclosure, and the message information stored in the transponder is not limited to the contents listed in Table 1. For example, it may also include Q_UPDOWN (the field indicating the direction of information transmission), M_VERSION (the version of the vehicle-to-ground transmission information), Q_MEDIA (the transmission mode), etc.

[0047] It should also be noted that in the example in Table 1, the sequence numbers of the transponders range from "000" to "100". The total number of transponders field N_TOTAL records the maximum value of the sequence number, "100". Based on this value "100", the total number of transponders can be deduced to be 5. Of course, N_TOTAL can also directly record the binary value "101" (i.e., decimal 5), as long as the total number of transponders can be correctly determined based on the value of N_TOTAL and the value is consistent with the actual total number of transponders in the system. In other words, the information stored in N_TOTAL only needs to be sufficient to obtain the total number of transponders, and does not necessarily need to directly store the total number of transponders.

[0048] Table 1

[0049] Step S220: Based on the message information, determine the data status of the backup transponders in the transponder group. The data status of the backup transponders includes normal backup data, partial backup data loss, and complete backup data loss.

[0050] For example, step S220 may include steps S221-S223: Step S221: For each transponder's message information, determine whether the transponder corresponding to the message information (i.e., the transponder that sent the message information) is a backup transponder based on the backup identifier field M_DUP in the message information, and determine the total number of backup transponders based on the backup identifier field M_DUP in the message information sent by at least one backup transponder.

[0051] Taking the transponder group in Table 1 above as an example, if the lower 4 bits of the M_DUP field in the transponder's message information are initially set to "0000", it indicates that the transponder corresponding to the message is a normal transponder; otherwise, the transponder corresponding to the message is a backup transponder. All backup transponders have the lower 4 bits of the M_DUP field set to "0011", indicating that the total number of backup transponders is 3. That is, for the first to third transponders, the lower 4 bits of M_DUP are "0011", which means that the total number of backup transponders in the transponder group is 3, and that the first to third transponders are all backup transponders; for the fourth and fifth transponders, the lower 4 bits of M_DUP are "0000", which means that the fourth and fifth transponders are normal transponders.

[0052] Step S222: Based on the identification results of the backup identifier field of all received message information, obtain the number of valid backup transponders; the valid backup transponder refers to the backup transponder corresponding to the received message information where the lower 4 bits of M_DUP have a value (such as "0011").

[0053] Step S223: If the number of valid backup transponders is equal to the total number of backup transponders, determine that the data status of the backup transponders is that the backup data is normal; if the number of valid backup transponders is less than the total number of backup transponders and the number of valid backup transponders is not zero, determine that the data status of the backup transponders is that some backup data is lost; if the number of valid backup transponders is zero, determine that the data status of the backup transponders is that all backup data is lost.

[0054] Taking the transponder group in Table 1 above as an example, let's assume the following scenarios (these five scenarios are just examples, and the actual situation is not limited to these five scenarios): (1) In the first case, assuming that all five transponders are working properly, the following five message messages will be received in sequence: { N_TOTAL: 100, N_PIG: 000, M_DUP: 0000011, ...}, { N_TOTAL: 100, N_PIG: 001, M_DUP: 0010011, ...}, { N_TOTAL: 100, N_PIG: 010, M_DUP: 0100011, ...}, { N_TOTAL: 100, N_PIG: 011, M_DUP: 0000000, ...}, { N_TOTAL: 100, N_PIG: 100, M_DUP: 0000000, ...}; In this case, the number of valid backup transponders is 3, the total number of backup transponders is 3, and the data status of the backup transponders is determined to be normal.

[0055] (2) In the second case, assuming the first transponder is malfunctioning and the other transponders are functioning normally, the following four message messages will be received in sequence: { N_TOTAL: 100, N_PIG: 001, M_DUP: 0010011, ...}, { N_TOTAL: 100, N_PIG: 010, M_DUP: 0100011, ...}, { N_TOTAL: 100, N_PIG: 011, M_DUP: 0000000, ...}, { N_TOTAL: 100, N_PIG: 100, M_DUP: 0000000, ...}; In this case, the number of valid backup transponders is 2, the total number of backup transponders is 3, and the data status of the backup transponders is determined to be partial backup data loss.

[0056] (3) In the third case, assuming the second transponder is malfunctioning while the other transponders are functioning normally, the following four message messages will be received in sequence: { N_TOTAL: 100, N_PIG: 000, M_DUP: 0000011, ...}, { N_TOTAL: 100, N_PIG: 010, M_DUP: 0100011, ...}, { N_TOTAL: 100, N_PIG: 011, M_DUP: 0000000, ...}, { N_TOTAL: 100, N_PIG: 100, M_DUP: 0000000, ...}; In this case, the number of valid backup transponders is 2, the total number of backup transponders is 3, and the data status of the backup transponders is determined to be partial backup data loss.

[0057] (4) In the fourth case, assuming that the first and second transponders are malfunctioning while the other transponders are functioning normally, the following four message messages will be received in sequence: { N_TOTAL: 100, N_PIG: 010, M_DUP: 0100011, ...}, { N_TOTAL: 100, N_PIG: 011, M_DUP: 0000000, ...}, { N_TOTAL: 100, N_PIG: 100, M_DUP: 0000000, ...}; In this case, the number of valid backup transponders is 1, the total number of backup transponders is 3, and the data status of the backup transponders is determined to be partial backup data loss.

[0058] (5) In the fifth case, assuming that the first, second and third transponders are all malfunctioning, while the other transponders are functioning normally, the following two message messages will be received in sequence: { N_TOTAL: 100, N_PIG: 011, M_DUP: 0000000, ...} and { N_TOTAL: 100, N_PIG: 100, M_DUP: 0000000, ...}; In this case, the number of valid backup transponders is 0, the total number of backup transponders is 3, and the data status of the backup transponders is determined to be that all backup data is lost.

[0059] Step S230: Based on the determined data state, execute the corresponding positioning control strategy. The positioning control strategy may include the following: (1) If the backup data is normal, locate the train according to the message information.

[0060] The process of locating the train based on the information may include: selecting the message information of one backup transponder from a plurality of backup transponders and combining it with the message information received from the ordinary transponder to locate the train.

[0061] (2) In the event of partial backup data loss, the status of the backup transponder that has lost data is determined based on the message information, and it is determined whether the backup transponder that has lost data includes a reference transponder, wherein the reference transponder is a transponder used to send message information carrying the link distance; if the backup transponder that has lost data includes a reference transponder, a tolerance window for the link distance is set based on the status of the backup transponder that has lost data, and the train is located based on the tolerance window and the message information; if the backup transponder that has lost data does not include a reference transponder, the train is located based on the message information.

[0062] For example, the sequence number of the baseline transponder is the initial sequence number; determining whether the backup transponder that has experienced data loss includes the baseline transponder may include: determining a first valid backup transponder and its corresponding sequence number based on the transponder backup location information; the first valid backup transponder refers to the valid backup transponder that is ranked first; if the sequence number of the first valid backup transponder is not equal to the initial sequence number, it is determined that the backup transponder that has experienced data loss includes the baseline transponder; if the sequence number of the first valid backup transponder is equal to the initial sequence number, it is determined that the backup transponder that has experienced data loss does not include the baseline transponder. The step of determining the backup transponder that has lost data based on the message information may include: determining the number of backup transponders lost before the first valid backup transponder based on the sequence number of the first valid backup transponder, wherein the number of backup transponders lost before the first valid backup transponder refers to the number of backup transponders lost before the first valid backup transponder. Setting the tolerance window for the link distance based on the status of backup transponders that have experienced data loss may include: determining the tolerance window for the link distance based on the number of backup transponders that have been lost and the preset installation location accuracy.

[0063] Taking the transponder group in Table 1 as an example, assuming the first transponder is the reference transponder (meaning the initial serial number is "000"), and the preset installation position accuracy is 5m. The calculation of the tolerance window will be explained using the second to fourth cases in step S223: In the second scenario, based on the received messages {N_TOTAL: 100, N_PIG: 001, M_DUP: 0010011, ...} and {N_TOTAL: 100, N_PIG: 010, M_DUP: 0100011, ...}, it can be determined that two (valid) backup transponders were received. The backup position information for the two backup transponders is "001" and "010" respectively (representing the second and third transponders). The total number of backup transponders in this transponder group is "0011" (representing 3). Therefore, the sequence number of the first valid backup transponder is "001", which means that the number of backup transponders lost is 1 (the transponder with sequence number "000", which is the base transponder). Therefore, this scenario involves a backup transponder that has lost data, including the base transponder. A tolerance window needs to be set, which is 1 * 5 = 5m.

[0064] In the third scenario, based on the received messages {N_TOTAL: 100, N_PIG: 000, M_DUP: 0000011, ...} and {N_TOTAL: 100, N_PIG: 010, M_DUP: 0100011, ...}, it can be determined that two (valid) backup transponders were received. The backup position information for the two backup transponders is "000" and "010" respectively (representing the first and third transponders). The total number of backup transponders in this transponder group is "0011" (representing 3). Therefore, the sequence number of the first valid backup transponder is "000" (this transponder is the baseline transponder), which means that the number of backup transponders lost in the preceding stage is 0. Thus, this scenario involves backup transponders that did not include the baseline transponder, and no tolerance window needs to be set.

[0065] In the fourth scenario, based on the received {N_TOTAL: 100, N_PIG: 010, M_DUP: 0100011, ...}, it can be determined that one (valid) backup transponder message was received. The backup location information of this backup transponder is "010" (representing the third transponder), and the total number of backup transponders in this transponder group is "0011" (representing 3). Therefore, the sequence number of the first valid backup transponder is "010", which means that the number of backup transponders lost is 2 (the lost transponders are those with sequence numbers "000" and "001", including the base transponder). Therefore, this scenario belongs to the case where the backup transponder that lost data includes the base transponder, and a tolerance window needs to be set. The tolerance window is set to 2 * 5 = 10m.

[0066] For example, the step of locating the train based on the tolerance window and the message information of the transponder group may include: during the process of locating the train based on the message information of the transponder group, if it is found that the actual link distance is different from the preset link distance, the deviation value of the link distance and the size of the tolerance window are determined; if the deviation value of the link distance is less than or equal to the tolerance window, the train positioning is determined to be normal; if the deviation value of the link distance is greater than the tolerance window, the train positioning is determined to be abnormal; wherein, the preset link distance refers to the link distance carried in the message information of the transponder, and the deviation value of the link distance refers to the absolute value of the difference between the actual link distance and the preset link distance.

[0067] (3) If all backup data is lost, the train positioning is determined to be abnormal.

[0068] For example, in the event of partial backup data loss, a safety alert can be triggered to remind staff to perform maintenance; in the event of complete backup data loss, an anomaly alert can be triggered to remind the driver to intervene manually in a timely manner.

[0069] As can be seen from this specific example, through the design of the M_DUP field, the scheme disclosed herein supports multiple backup transponders. Therefore, it can ensure the reliability of train positioning to the greatest extent and significantly improve the availability of the system.

[0070] It will be understood by those skilled in the art that all or some of the steps, systems, or apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all components may be implemented as software executed by a processor, such as a digital signal processor or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software may be distributed on a computer-readable medium, which may include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term "computer storage medium" includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and can be accessed by a computer. Furthermore, it is well known to those skilled in the art that communication media typically contain computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0071] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0072] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A train positioning method, characterized in that, include: Receive message information from one or more transponders in a transponder group when a train passes through the transponder group; The transponder group includes at least one standard transponder and multiple backup transponders; Based on the message information, determine the data status of the backup transponders in the transponder group. The data status of the backup transponders includes normal backup data, partial backup data loss, and complete backup data loss. Based on the determined data state, the corresponding positioning control strategy is executed, including: If the backup data is normal, the train is located based on the message information; In the event of partial backup data loss, the status of the backup transponder that experienced data loss is determined based on the message information, and it is determined whether the backup transponder that experienced data loss includes a reference transponder, wherein the reference transponder refers to the transponder used to send message information carrying link distance; if the backup transponder that experienced data loss includes a reference transponder, a tolerance window for the link distance is set based on the status of the backup transponder that experienced data loss, and the train is located based on the tolerance window and the message information; if the backup transponder that experienced data loss does not include a reference transponder, the train is located based on the message information. If all backup data is lost, the train's positioning is determined to be abnormal.

2. The train positioning method according to claim 1, characterized in that, Each transponder's message information includes a backup identifier field; determining the data status of the backup transponders in the transponder group based on the message information includes: For each transponder's message information, the backup identifier field in the message information is obtained to determine whether the transponder is a backup transponder. If it is a backup transponder, the total number of backup transponders in the transponder group is determined based on the backup identifier field. The number of valid backup transponders is obtained based on the identification results of the backup identifier field of all received message information; the valid backup transponder refers to the backup transponder corresponding to the received message information. If the number of valid backup transponders is equal to the total number of backup transponders, the data status of the backup transponders is determined to be normal backup data; if the number of valid backup transponders is less than the total number of backup transponders and the number of valid backup transponders is not zero, the data status of the backup transponders is determined to be partially lost backup data; if the number of valid backup transponders is zero, the data status of the backup transponders is determined to be all lost backup data.

3. The train positioning method according to claim 2, characterized in that, The backup identifier field includes information on the total number of backup transponders, which is used to obtain the total number of backup transponders contained in the transponder group. Determining whether the transponder is a backup transponder includes: If the total number of backup transponders in the backup identifier field of the transponder's message information is greater than zero, the transponder is determined to be a backup transponder. When the total number of backup transponders in the backup identifier field of the transponder's message information is equal to zero, the transponder is determined to be a normal transponder.

4. The train positioning method according to claim 3, characterized in that, The backup identifier field also includes transponder backup location information, which is used to obtain the sequence number of the backup transponder in the backup transponder group. The sequence number of the reference transponder is the initial sequence number; The determination of whether the backup transponder that has experienced data loss includes a baseline transponder includes: Based on the transponder backup location information, the first valid backup transponder and its corresponding sequence number are determined; the first valid backup transponder refers to the valid backup transponder that is ranked first. If the sequence number of the first valid backup transponder is not equal to the initial sequence number, it is determined that the backup transponder that has lost data includes the base transponder; if the sequence number of the first valid backup transponder is equal to the initial sequence number, it is determined that the backup transponder that has lost data does not include the base transponder.

5. The train positioning method according to claim 4, characterized in that: The step of determining the backup transponder that has lost data based on the message information includes: determining the number of backup transponders lost before the first valid backup transponder based on the sequence number of the first valid backup transponder, wherein the number of backup transponders lost before the first valid backup transponder refers to the number of backup transponders lost before the first valid backup transponder. The step of setting the tolerance window for the link distance based on the status of backup transponders that have experienced data loss includes: determining the tolerance window for the link distance based on the number of backup transponders that have been lost and the preset installation location accuracy.

6. The train positioning method according to claim 4 or 5, characterized in that, The step of locating the train based on the tolerance window and the message information of the transponder group includes: During the process of locating the train based on the message information of the transponder group, if it is found that the actual link distance is different from the preset link distance, the deviation value of the link distance and the size of the tolerance window are determined. If the deviation of the link distance is less than or equal to the tolerance window, the train positioning is determined to be normal; if the deviation of the link distance is greater than the tolerance window, the train positioning is determined to be abnormal. The preset link distance refers to the link distance carried in the message information of the transponder, and the deviation value of the link distance refers to the absolute value of the difference between the actual link distance and the preset link distance.

7. The train positioning method according to claim 2, characterized in that, The message information also includes a total number of transponders field and a transponder location field. The total number of transponders field is used to obtain the total number of transponders contained in the transponder group, and the transponder location field is used to obtain the sequence number of the transponder among the backup transponders in the transponder group.

8. A vehicle-mounted device, characterized in that, include: Storage media and processor; The storage medium is used to store the program used for train positioning; The processor is configured to read the program for train positioning and execute the train positioning method as described in any one of claims 1 to 7.

9. A train control system, characterized in that, include: The vehicle-mounted equipment and transponder group as described in claim 8; the transponder group includes at least one standard transponder and multiple backup transponders; The standard transponder and the backup transponder are configured to send stored message information when a train passes by.

10. The train control system according to claim 9, characterized in that, Each of the ordinary transponders and the backup transponders stores message information, which includes a total number of transponders field, a transponder location field, and a backup identifier field. The backup identifier field includes transponder backup location information and total number of backup transponders information. The total number of transponders field indicates the total number of transponders in the transponder group, and the transponder location field indicates the sequence number of the transponder among the backup transponders in the transponder group. For backup transponders, the backup location information indicates the sequence number of the backup transponder among the backup transponders in the transponder group, and the total number of backup transponders indicates the total number of backup transponders in the transponder group. For ordinary transponders, both the backup location information and the total number of backup transponders are zero.

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