A double transponder detection and identification system suitable for urban rail transit engineering vehicle operation protection system

Abstract

The present application relates to the technical field of urban rail transit engineering vehicle operation protection, and proposes a double transponder detection and identification system suitable for an urban rail transit engineering vehicle operation protection system. The system comprises: an operation protection host; a first mode transponder receiving channel comprising a first vehicle-mounted antenna and a first receiving module; a second mode transponder receiving channel comprising a second vehicle-mounted antenna and a second receiving module; a man-machine interaction unit for setting the installation distance of the first vehicle-mounted antenna and the second vehicle-mounted antenna relative to the reference end of the engineering vehicle; a data storage unit for storing ground transponder attribute information corresponding to the vehicle-mounted map; a fusion identification unit for determining the current effective transponder information; and a position calculation unit for calculating the current position of the front end of the engineering vehicle train in the station yard. The present application can improve the efficiency of engineering vehicle operation scheduling.

Description

Technical Field

[0001] This invention relates to the field of urban rail transit engineering vehicle operation protection technology, specifically to a dual transponder detection and identification system applicable to urban rail transit engineering vehicle operation protection systems. Background Technology

[0002] The construction of subway lines spans a long period, and the transponder standards used on different lines may vary. For example, within the same city, some lines use European standard transponders while others use American standard transponders. These transponders differ in communication methods and protocols, making them incompatible with each other. Currently, urban rail transit engineering vehicle operation protection systems on the market are typically designed for specific lines or customized models, equipped with only one set of onboard antennas and receiving modules corresponding to a single standard. This results in poor scheduling flexibility and low efficiency for engineering vehicles, making it impossible for engineering vehicles to continuously operate across lines and causing difficulties for the operation command center. When engineering vehicles enter stations with different transponder standards, they lose their precise positioning capabilities and can only rely on manual observation and operation by the driver, posing a threat to station operation safety. In terms of resource allocation, engineering vehicles for a single line can only serve customized lines, failing to achieve unified allocation and resulting in low asset utilization. Summary of the Invention

[0003] This invention aims to solve the positioning compatibility and continuity problem of engineering vehicle operation protection systems using a single positioning system in cross-station areas where multiple transponder systems are used. It proposes a dual transponder detection and identification system suitable for urban rail transit engineering vehicle operation protection systems. The system adopts an on-board dual-antenna receiving module to achieve seamless switching of engineering vehicles between two lines with different transponder systems and stable and reliable station control, thereby improving the efficiency of engineering vehicle operation scheduling.

[0004] On the one hand, this application proposes a dual transponder detection and identification system applicable to the operation protection system of urban rail transit engineering vehicles, including an operation protection host, and further including: The first type of transponder receiving channel includes a first vehicle-mounted antenna and a first receiving module, used to receive and parse first type of ground transponder information; The second type of transponder receiving channel includes a second vehicle-mounted antenna and a second receiving module, used to receive and parse information from the second type of ground transponder. A human-computer interaction unit is used to set the installation distances of the first vehicle-mounted antenna and the second vehicle-mounted antenna relative to the reference end of the engineering vehicle, respectively. A data storage unit is used to store ground transponder attribute information corresponding to the vehicle-mounted map; the transponder attribute information includes type, number, route, station, depot, and mileage information. The fusion identification unit is used to determine the current valid transponder information based on the transponder information output by the first type transponder receiving channel and the second type transponder receiving channel, the engineering vehicle driving plan, the parking space information at the previous moment, the current running route information, and the running direction of the engineering vehicle; The parking space calculation unit is used to calculate the current position of the front end of the engineering vehicle train in the station based on the current valid transponder information, the installation distance of the corresponding vehicle antenna relative to the reference end of the engineering vehicle, and the electronic map information. The first type of transponder receiving channel and the second type of transponder receiving channel operate independently and in parallel. The operation protection host performs operation protection control of the engineering vehicle based on the current position output by the parking space calculation unit.

[0005] In the above or some embodiments, the first type of transponder receiving channel is an American standard transponder receiving channel, and the second type of transponder receiving channel is a European standard transponder receiving channel. The American standard transponder receiving channel is connected to the operating protection host via an RS422 communication interface; The European standard transponder receiving channel is connected to the operating protection host via an Ethernet communication interface or a switch.

[0006] In the above or some embodiments, when the protection host only receives the first type of transponder information, it parses the beacon content according to the first type of transponder protocol and calculates the front position of the engineering vehicle train based on the installation distance of the first vehicle-mounted antenna relative to the reference end of the engineering vehicle. When the protection host only receives information from the second type of transponder, it parses the beacon content according to the second type of transponder protocol and calculates the front position of the engineering vehicle train based on the installation distance of the second vehicle-mounted antenna relative to the reference end of the engineering vehicle.

[0007] In the above or some embodiments, when the operating protection host receives the first type of transponder information and the second type of transponder information simultaneously within the same system cycle, the fusion identification unit parses the transponder information of the two types of transponders respectively, and combines the engineering vehicle driving plan, current operating path, line information determined at the previous moment, station information, mileage information and inertial reasoning position to make a consistency judgment on the transponder information of the two types of transponders. If the transponder information of one type matches the current running path and the parking space information of the previous moment, then the transponder information of that type is selected as the current valid transponder information.

[0008] In the above or some embodiments, a co-location area is also provided in the communication line or switching area between different transponder standard lines; The data storage unit stores the coordinate information of the co-located area and establishes a unified mapping relationship between the coordinate information of the co-located area and the mileage of the first type of transponder and the mileage of the second type of transponder; When the engineering vehicle enters the co-located area and receives the transponder information corresponding to the switched line system, the parking space calculation unit calculates the current parking space based on the engineering vehicle speed, reception time difference, vehicle antenna installation distance, and co-located area mapping relationship.

[0009] In the above or some embodiments, the fusion recognition unit is equipped with a lock timer; After the system completes the switch from positioning with the first type of transponder to positioning with the second type of transponder, or completes the switch from positioning with the second type of transponder to positioning with the first type of transponder, the positioning result of the currently selected type remains valid during the locking time of the locking timer. During the locked period, unless the current selected positioning result is invalid or significantly inconsistent with the driving plan, it is not allowed to repeatedly switch between the two positioning results.

[0010] In the above or some embodiments, the operating protection host further includes a beacon recording unit; The beacon recording unit is used to record information of the first type of transponder, information of the second type of transponder, information of the currently valid transponder, transponder parsing results, vehicle antenna installation distance, parking space calculation results, type switching time, type switching location, and fusion identification results.

[0011] On the other hand, this application proposes a method for locating and identifying engineering vehicles based on the above-mentioned dual transponder detection and identification system, including: Receive transponder information output from the first type transponder receiving channel and the second type transponder receiving channel; Determine the type of the transponder information received within the current system cycle; When only one type of transponder information is received, the transponder information is parsed according to the corresponding standard protocol, and the front position of the engineering vehicle train is calculated in combination with the corresponding vehicle-mounted antenna installation distance; When two types of transponder information are received simultaneously, the system combines the engineering vehicle's driving plan, current operating path, parking space information from the previous moment, and inertial inference position to make a fusion judgment and select the transponder information that matches the current operating scenario as the current valid transponder information. Within the area where different line standards are switched, the current parking space is calculated based on the co-location area mapping relationship, the speed of the engineering vehicle, the time difference, and the installation distance of the vehicle-mounted antenna. A timer is used to prevent frequent switching between the two positioning results.

[0012] The beneficial effects of the technical solution of this invention:

[0013] This invention establishes separate US standard transponder receiving channels and European standard transponder receiving channels within the urban rail transit engineering vehicle operation protection system. This allows two sets of onboard antennas and receiving modules to independently and in parallel receive ground transponder information of the corresponding standards. The operation protection host then performs unified analysis, fusion judgment, and parking space calculation. This enables the engineering vehicle to simultaneously identify and process both European and US standard transponders, solving the problem that existing single-standard positioning systems can only adapt to specific lines and experience positioning interruptions or inaccuracies when operating across different standards at stations.

[0014] This invention breaks through the limitations imposed by different ground transponder systems on the operating range of engineering vehicles, enabling continuous positioning and seamless switching between different system lines or stations, thus improving the safety of cross-line operations and the stability of station operations. Simultaneously, this invention expands the dispatchable range of engineering vehicles, improving the flexibility, efficiency, and utilization rate of engineering vehicle operations, which is conducive to the unified allocation and intensive management of engineering vehicle resources. Attached Figure Description

[0015] Figure 1 This is a vehicle system architecture diagram of the dual transponder detection and identification system provided in the embodiments of this application.

[0016] Figure 2 This is a communication architecture diagram of the dual transponder detection and identification system provided in the embodiments of this application.

[0017] Figure 3 This is a flowchart of the engineering vehicle positioning and identification method based on a dual transponder detection and identification system provided in the embodiments of this application. Specific Implementation

[0018] The technical solutions provided by the present invention will be described in more detail below with reference to the accompanying drawings. The descriptions of exemplary embodiments are merely illustrative and are in no way intended to limit the scope of this application or its application or use. This application can be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided to make the application thorough and complete, and to fully express the scope of the application to those skilled in the art. It should be noted that, unless otherwise specifically stated, the relative arrangement of components and steps, the composition of materials, numerical expressions, and values ​​set forth in these embodiments should be interpreted as merely exemplary and not as limiting.

[0019] Example 1, such as Figure 1 As shown, the dual transponder detection and identification system provided in this embodiment includes a protection host, a first-type transponder receiving channel, a second-type transponder receiving channel, a human-machine interaction unit, a data storage unit, a fusion identification unit, and a parking space calculation unit.

[0020] Specifically, in this embodiment, a first-standard transponder receiving channel and a second-standard transponder receiving channel are installed in the urban rail transit engineering vehicle operation protection system. The first-standard transponder receiving channel includes a first vehicle-mounted antenna and a first receiving module, used to receive and parse information from the first-standard ground transponder. The second-standard transponder receiving channel includes a second vehicle-mounted antenna and a second receiving module, used to receive and parse information from the second-standard ground transponder.

[0021] Specifically, in this embodiment, the first type of transponder receiving channel is the American standard transponder receiving channel, and the second type of transponder receiving channel is the European standard transponder receiving channel.

[0022] Specifically, the US standard transponder receiving channel and the European standard transponder receiving channel are independent of each other, receiving and parsing in parallel. The two antennas simultaneously and continuously receive transponder signals of their respective standards, using different communication channels to access the urban rail transit engineering vehicle operation protection system. The US standard positioning host communicates with the host via an RS422 channel, while the European standard decoder connects to the protection system network via a Layer 3 switch. The related communication architecture is as follows: Figure 2 As shown.

[0023] To accurately locate engineering vehicles, the installation position of the receiving antenna on the vehicle must be clearly defined so that the protection system's main unit can accurately calculate the position of the vehicle's front end based on the distance between the antenna and the vehicle's front. Since the conditions of different engineering vehicles vary, the antenna installation positions may differ. Therefore, after installing two different vehicle-mounted antennas, the distances between the US standard antenna and the I-end and the European standard antenna and the I-end can be set separately through the human-machine interface unit of the protection system.

[0024] Specifically, the data storage unit in this embodiment stores complete ground transponder data configuration information that is compatible with the vehicle map, including ground transponder type, number, station number, field number, etc. The protection host can obtain complete detailed information about the transponder according to the protocol parsing.

[0025] In this embodiment, the fusion identification unit is used to determine the current valid transponder information based on the transponder information output by the first type transponder receiving channel and the second type transponder receiving channel, the engineering vehicle driving plan, the parking space information at the previous moment, the current running route information, and the engineering vehicle running direction; the parking space calculation unit is used to calculate the current position of the front end of the engineering vehicle train in the station based on the current valid transponder information, the installation distance of the corresponding vehicle-mounted antenna relative to the reference end of the engineering vehicle, and the electronic map information.

[0026] Specifically, during the operation of the engineering vehicle, the protection system adopts a heterogeneous signal processing channel. If the host receives the positioning beacon information through the RS422 channel, it will parse the beacon content according to the American standard positioning protocol and calculate the current position of the front end of the train in the station based on the distance between the American standard antenna and the I-terminal, and record the beacon information. If the host receives the positioning beacon information through the network, it will parse the beacon content according to the European standard positioning protocol and calculate the current position of the front end of the train in the station based on the distance between the European standard antenna and the I-terminal, and record the beacon information.

[0027] Specifically, if beacon information from two channels is received simultaneously within the same system cycle, the system will parse out the two types of transponder information and record both types of beacon information. Then, the system enters the fusion identification unit. The system will combine the engineering vehicle's driving plan, process the engineering vehicle's running path, and determine which line the engineering vehicle should be on and the type of line the engineering vehicle is about to enter based on the engineering vehicle's location information determined in the previous moment, combined with inertial reasoning of the current position, to help verify the consistency of the transponder positioning. Thus, it will automatically match accurate transponder information for corresponding parking space calculation. For example, if the driving plan path and the determined engineering vehicle position are still in the current type of station, and transponder information of the same type of station and other types of stations are received at the same time, the transponder data of the current station will be selected first to calculate the parking space.

[0028] To prevent potential issues such as location jumps and misjudgments, this embodiment incorporates detailed seamless switching logic. First, in the vehicle-mounted map, the switching sections of the connecting lines between two consecutive stations maintain a shared area of ​​a certain distance. The coordinate information of the shared area is mapped uniformly with the transponder mileage, ensuring orderly connection during switching between the two station systems. After receiving the transponder information from the station after the switch, the current parking position needs to be calculated based on the current engineering vehicle speed information, time difference, and antenna distance to achieve seamless switching, maintain control continuity, and prevent frequent back-and-forth switching in the signal boundary area by locking the timer, thus enhancing system stability.

[0029] Example 2, as Figure 3 As shown, this application provides a method for locating and identifying engineering vehicles based on the above-mentioned dual transponder detection and identification system, including:

[0030] The system receives transponder information from the first and second type transponder receiving channels; determines the type of transponder information received within the current system cycle; when only one type of transponder information is received, it parses the transponder information according to the corresponding type protocol and calculates the front position of the engineering vehicle train based on the corresponding vehicle antenna installation distance; when two types of transponder information are received simultaneously, it performs a fusion judgment based on the engineering vehicle's driving plan, current operating path, previous parking space information, and inertial inference position, and selects the transponder information that matches the current operating scenario as the current valid transponder information; in areas where different types of lines switch, it calculates the current parking space based on the co-location area mapping relationship, engineering vehicle speed, time difference, and vehicle antenna installation distance, and prevents frequent switching between the two types of positioning results by locking the timer.

[0031] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. However, these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A dual-transponder detection and identification system suitable for the operation protection system of urban rail transit engineering vehicles, comprising an operation protection host, characterized in that, Also includes: The first type of transponder receiving channel includes a first vehicle-mounted antenna and a first receiving module, used to receive and parse first type of ground transponder information; The second type of transponder receiving channel includes a second vehicle-mounted antenna and a second receiving module, used to receive and parse information from the second type of ground transponder. A human-computer interaction unit is used to set the installation distances of the first vehicle-mounted antenna and the second vehicle-mounted antenna relative to the reference end of the engineering vehicle, respectively. A data storage unit is used to store ground transponder attribute information corresponding to the vehicle-mounted map; the transponder attribute information includes type, number, route, station, depot, and mileage information. The fusion identification unit is used to determine the current valid transponder information based on the transponder information output by the first type transponder receiving channel and the second type transponder receiving channel, the engineering vehicle driving plan, the parking space information at the previous moment, the current running route information, and the running direction of the engineering vehicle; The parking space calculation unit is used to calculate the current position of the front end of the engineering vehicle train in the station based on the current valid transponder information, the installation distance of the corresponding vehicle antenna relative to the reference end of the engineering vehicle, and the electronic map information. The first type of transponder receiving channel and the second type of transponder receiving channel operate independently and in parallel. The operation protection host performs operation protection control of the engineering vehicle based on the current position output by the parking space calculation unit.

2. The dual transponder detection and identification system for urban rail transit engineering vehicle operation protection system according to claim 1, characterized in that, The first type of transponder receiving channel is a US standard transponder receiving channel, and the second type of transponder receiving channel is a European standard transponder receiving channel; The American standard transponder receiving channel is connected to the operating protection host via an RS422 communication interface; The European standard transponder receiving channel is connected to the operating protection host via an Ethernet communication interface or a switch.

3. The dual transponder detection and identification system for urban rail transit engineering vehicle operation protection system according to claim 1, characterized in that, When the protection host only receives information from the first type of transponder, it parses the beacon content according to the first type of transponder protocol and calculates the front position of the engineering vehicle train based on the installation distance of the first vehicle-mounted antenna relative to the reference end of the engineering vehicle. When the protection host only receives information from the second type of transponder, it parses the beacon content according to the second type of transponder protocol and calculates the front position of the engineering vehicle train based on the installation distance of the second vehicle-mounted antenna relative to the reference end of the engineering vehicle.

4. The dual transponder detection and identification system for urban rail transit engineering vehicle operation protection system according to claim 1, characterized in that, When the operating protection host receives the first type of transponder information and the second type of transponder information simultaneously within the same system cycle, the fusion identification unit parses the transponder information of the two types of transponders respectively, and combines the engineering vehicle's driving plan, current operating path, line information, station information, mileage information and inertial reasoning position determined at the previous moment to make a consistency judgment on the transponder information of the two types of transponders. If the transponder information of one type matches the current running path and the parking space information of the previous moment, then the transponder information of that type is selected as the current valid transponder information.

5. A dual transponder detection and identification system for urban rail transit engineering vehicle operation protection system according to claim 1, characterized in that, This also includes setting up a common area in the communication lines or switching areas between different transponder types; The data storage unit stores the coordinate information of the co-located area and establishes a unified mapping relationship between the coordinate information of the co-located area and the mileage of the first type of transponder and the mileage of the second type of transponder; When the engineering vehicle enters the co-located area and receives the transponder information corresponding to the switched line system, the parking space calculation unit calculates the current parking space based on the engineering vehicle speed, reception time difference, vehicle antenna installation distance, and co-located area mapping relationship.

6. A dual transponder detection and identification system for urban rail transit engineering vehicle operation protection system according to claim 5, characterized in that, The fusion recognition unit is equipped with a lock timer; After the system completes the switch from positioning with the first type of transponder to positioning with the second type of transponder, or completes the switch from positioning with the second type of transponder to positioning with the first type of transponder, the positioning result of the currently selected type remains valid during the locking time of the locking timer. During the locked period, unless the current selected positioning result is invalid or significantly inconsistent with the driving plan, it is not allowed to repeatedly switch between the two positioning results.

7. A dual transponder detection and identification system for urban rail transit engineering vehicle operation protection system according to claim 1, characterized in that, The operational protection host also includes a beacon recording unit; The beacon recording unit is used to record information of the first type of transponder, information of the second type of transponder, information of the currently valid transponder, transponder parsing results, vehicle antenna installation distance, parking space calculation results, type switching time, type switching location, and fusion identification results.

8. A method for locating and identifying engineering vehicles based on the dual transponder detection and identification system described in claims 1-7, characterized in that, include: Receive transponder information output from the first type transponder receiving channel and the second type transponder receiving channel; Determine the type of the transponder information received within the current system cycle; When only one type of transponder information is received, the transponder information is parsed according to the corresponding standard protocol, and the front position of the engineering vehicle train is calculated in combination with the corresponding vehicle-mounted antenna installation distance; When two types of transponder information are received simultaneously, the system combines the engineering vehicle's driving plan, current operating path, parking space information from the previous moment, and inertial inference position to make a fusion judgment and select the transponder information that matches the current operating scenario as the current valid transponder information. Within the area where different line standards are switched, the current parking space is calculated based on the co-location area mapping relationship, the speed of the engineering vehicle, the time difference, and the installation distance of the vehicle-mounted antenna. A timer is used to prevent frequent switching between the two positioning results.

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