CN112319549A - Train end-changing anti-interference method, device, system and storage medium - Google Patents
Train end-changing anti-interference method, device, system and storage medium Download PDFInfo
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Abstract
The application provides a train end-changing anti-interference method, device, system and storage medium, and relates to the technical field of signal anti-interference. The method is applied to first vehicle-mounted equipment at the tail end of a front train during train end changing, and comprises the following steps: receiving a transponder message from a first transponder group through a first transponder information receiving unit antenna; determining a designated track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna based on the transponder message through the vehicle-mounted computer; and setting the vehicle-mounted computer to process only the information of the specified track circuit carrier frequency. The method and the device can avoid receiving information of other carrier frequencies of the bypass, thereby avoiding the first vehicle-mounted equipment from executing wrong actions and improving the safety of the train during end changing.
Description
Technical Field
The application relates to the technical field of signal anti-interference, in particular to a train end-changing anti-interference method, device and system and a storage medium.
Background
In the prior art, adjacent line interference of a ZPW-2000 track circuit is naturally generated and exists for a long time, the track circuit is influenced by external factors such as weather, track bed resistance parameters, steel rail impedance parameters and the like, the situation that the adjacent line interference exceeds the standard may occur under specific conditions, and once the adjacent line interference causes misoperation of vehicle-mounted equipment, serious safety risk is generated.
When the tail end vehicle-mounted equipment before changing the end is started, a train driver judges and selects 'uplink' or 'downlink' carrier frequency to receive information through an uplink side track or a downlink side track of the train, and processes the information, and after the train driver selects the 'uplink' or 'downlink' carrier frequency, the vehicle-mounted equipment can receive a mode of a plurality of track circuit carrier frequency information, and possibly receives adjacent track circuit information to cause wrong actions and cause potential safety hazards to driving, so that the problem of low safety exists in the existing train changing process.
Disclosure of Invention
Embodiments of the present application provide a method, an apparatus, a system, and a storage medium for train end-changing interference prevention, so as to solve the problems of potential safety hazard and low safety in the train end-changing process in the current method.
The embodiment of the application provides a train trades end jam-proof, is applied to the first on-vehicle equipment on the train, first on-vehicle equipment does before the train trades the end the on-vehicle equipment of tail end, train operation and the opposite train tip of train traffic direction are the tail end, train operation and the same train tip of train traffic direction are the head end, first on-vehicle equipment includes on-vehicle computer, first transponder information receiving unit antenna and first track circuit information receiving unit antenna, the method includes: receiving a transponder message from a first transponder group through the first transponder information receiving unit antenna, wherein the first transponder group is positioned at an incoming signal machine;
determining, by the on-board computer, a designated track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna based on the transponder message;
and setting the vehicle-mounted computer to process only the information of the specified track circuit carrier frequency.
In the implementation process, only the information of the specified track circuit carrier frequency of the first vehicle-mounted equipment is processed, and the information of other bypass carrier frequencies can be prevented from being received, so that the first vehicle-mounted equipment is prevented from executing wrong actions, and the safety of the train during end change is improved.
Optionally, the setting the vehicle-mounted computer to process only the information of the specified track circuit carrier frequency includes:
locking the processing frequency of the vehicle-mounted computer to the designated track circuit carrier frequency;
and when the energy threshold of any signal received by the first track circuit information receiving unit antenna at the specified track circuit carrier frequency is smaller than a preset threshold, the vehicle-mounted computer does not process any signal.
In the implementation process, the vehicle-mounted computer locks the information of the designated track circuit carrier frequency for processing and does not process the received signal of the first vehicle-mounted equipment with the energy threshold value smaller than the preset threshold value, so that the interference of the same carrier frequency signal of other station tracks can be avoided, and the safety of train parking and end changing is improved.
This embodiment still provides a train trades end jam-proof device, is applied to the first on-vehicle equipment on the train, first on-vehicle equipment does before the train trades the end the on-vehicle equipment of tail end, the train tip opposite with train traffic direction is the tail end during operation, the train tip the same with train traffic direction during operation is the head end, first on-vehicle equipment includes on-vehicle computer, first transponder information receiving element antenna and first track circuit information receiving element antenna, the device includes:
a receiving module, configured to receive, through the first transponder information receiving unit antenna, a transponder message from a first transponder group, where the first transponder group is located at an inbound signal machine;
the calculation module is used for determining the designated track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna based on the transponder message through the vehicle-mounted computer;
and the processing module is used for setting the vehicle-mounted computer to process only the information of the specified track circuit carrier frequency.
In the implementation process, only the information of the specified track circuit carrier frequency of the first vehicle-mounted equipment is processed, and the information of other bypass carrier frequencies can be prevented from being received, so that the first vehicle-mounted equipment is prevented from executing wrong actions, and the safety of the train during end change is improved.
Optionally, the processing module is specifically configured to:
locking the processing frequency of the vehicle-mounted computer to the designated track circuit carrier frequency;
and when the energy threshold of any signal received by the first track circuit information receiving unit antenna at the specified track circuit carrier frequency is smaller than a preset threshold, the vehicle-mounted computer is enabled not to process any signal.
In the implementation process, the vehicle-mounted computer locks the information of the designated track circuit carrier frequency for processing and does not process the received signal of the first vehicle-mounted equipment with the energy threshold value smaller than the preset threshold value, so that the interference of the same carrier frequency signal of other station tracks can be avoided, and the safety of train parking and end changing is improved.
This embodiment still provides a train trades end jam-proof system, the system includes: the track circuit information receiving unit antenna is electrically connected with the vehicle-mounted computer;
the first transponder information receiving unit antenna is used for receiving a transponder message from a first transponder group, and the first transponder group is positioned at an inbound signal machine;
the vehicle-mounted computer is used for determining the designated track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna based on the transponder message;
and setting the vehicle-mounted computer to process only the information of the specified track circuit carrier frequency.
In the implementation process, only the information of the specified track circuit carrier frequency of the first vehicle-mounted equipment is processed, and the information of other bypass carrier frequencies can be prevented from being received, so that the first vehicle-mounted equipment is prevented from executing wrong actions, and the safety of the train during end change is improved.
The present embodiment also provides a storage medium, in which computer program instructions are stored, and when the computer program instructions are executed by a processor, the steps in any one of the above methods are executed.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments of the present application will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and that those skilled in the art can also obtain other related drawings based on the drawings without inventive efforts.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
Fig. 1 is a flowchart illustrating steps of a train-end-change anti-interference method according to an embodiment of the present disclosure.
Fig. 2 is a flowchart illustrating a procedure for processing information of a specified track circuit carrier frequency according to an embodiment of the present disclosure.
Fig. 3 is a block diagram of a train end-change anti-interference system according to an embodiment of the present disclosure.
Fig. 4 is a schematic view of a train end-changing interference preventing device according to an embodiment of the present application.
Legend: 10-train end-changing anti-interference system; 101-an on-board computer; 102-a first transponder information receiving unit antenna; 103-a first track circuit information receiving unit antenna; 20-train end-changing anti-interference device; 201-a receiving module; 202-a calculation module; 203-processing module.
Detailed Description
The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application.
In the description of the present application, it is noted that the terms "first", "second", and the like are used merely for distinguishing between descriptions and are not intended to indicate or imply relative importance.
Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the embodiments of the application. The objectives and other advantages of the application may be realized and attained by the structure particularly pointed out in the written description and drawings.
An embodiment of the present application provides a train end-changing anti-interference method, please refer to fig. 1, where fig. 1 is a flowchart of steps of the train end-changing anti-interference method provided in the embodiment of the present application, where a first vehicle-mounted device on a train is a vehicle-mounted device at a front end and a rear end of the train end-changing, a towed end during train operation is a rear end, a towed end during train operation is a front end, the first vehicle-mounted device includes a vehicle-mounted computer, a first transponder information receiving unit antenna and a first track circuit information receiving unit antenna, and the train end-changing anti-interference method includes the following steps:
step S1: the transponder messages from a first transponder group are received by a first transponder information receiving unit antenna, the first transponder group being located at the station entry signal machine.
It can be understood that the first transponder information receiving unit antenna in the tail end onboard device before the train end-change is located on a transponder information receiving unit (BTM), and the transponder information receiving unit at the tail end before the train end-change is configured to receive and demodulate the transponder message from the ground transponder group at the tail end before the train end-change, that is, from the first transponder group, and transmit the demodulated message to the onboard computer, where the onboard computer is an onboard computer in the tail end onboard device before the end-change.
At present, a domestic high-speed railway generally adopts a CTCS (China Train Control System) -2 level or a CTCS (China Train Control System) -3 level, and in the CTCS-2 level Train Control vehicle-mounted System, a first transponder group sends information in a transponder message to a first vehicle-mounted device, wherein the information comprises the following steps: track circuit carrier frequency, positioning information, transponder link information, line gradient, line speed, grade conversion, track section length, information including section number and the like, temporary speed limit, reverse operation, large-number turnout, absolute parking and the like.
The ground equipment in the CTCS-2 level train control vehicle-mounted system comprises a temporary speed limiting server, a train control center, a ground electronic unit, a transponder, a track circuit, a signal safety data network and the like. Wherein, the temporary speed limit server: the method realizes the whole-line temporary speed limit management function and has the management functions of temporary speed limit command storage, verification, deletion, split, setting and cancellation. The train control center is arranged at a station, a line station or a relay station and realizes the control of a track circuit, an active transponder, an interval signal machine and an interval blocking direction.
The ground electronic unit selects different data to be transmitted to the active transponder device according to the control conditions, which are determined by the calculation of the column control center. One end of the ground electronic unit is connected with the column control center, and the other end of the ground electronic unit is connected with the active transponder to play a role in converting the conditions selected by the column control center into messages of the active transponder.
The track circuit adopts a track circuit system that the frequency modulation is carried out by 1700Hz, 2000Hz, 2300Hz and 2600Hz carrier frequencies, the functions of train occupation and clear inspection are completed, and the running permission information such as the number of idle block subareas in front of the train running, the opening of a switch on a receiving and dispatching access road and the direction/curve and the like can be transmitted to the vehicle-mounted equipment through the low-frequency information superposed on the carrier frequencies.
The signal safety data network is a network system based on independent optical fiber transmission signal system safety information, and the equipment accessed to the signal safety data network comprises a train control center, a computer interlock, a temporary speed limit server, a wireless block center and the like.
It will be appreciated that the first transponder group is a transponder group located at the inbound signal, the transponder group being a terrestrial transmission unit using magnetic induction technology. The transponder group is divided into an active transponder and a passive transponder, and the passive transponder group sends self-stored data information to the vehicle-mounted equipment. The active transponder group is connected to the ground electronic unit via a cable and generally transmits variable data information from the ground electronic unit to the on-board equipment of the train. When the cable transmission channel fails, the data information stored in the cable transmission channel is transmitted.
The first Track Circuit information receiving unit antenna 103 in the tail end vehicle-mounted device before the end-changing is located on a Track Circuit information receiving unit (TCR) at the front and tail ends of the train end-changing, and the Track Circuit information receiving unit is used for receiving Track Circuit information, interpreting low-frequency information in a Track and transmitting the low-frequency information to a vehicle-mounted computer.
The station signal machine is used for protecting a station and indicating whether a train can enter the station and the running condition when the train enters the station. It is arranged at the point of the switch blade (reverse switch) or the police mark (forward switch) which is not less than 50 m away from the switch blade of the station.
Optionally, the tail-end vehicle-mounted device before the end-changing further comprises a human-computer interface, the human-computer interface is a display and operation device of the vehicle-mounted device, and the human-computer interface can display information such as train speed, distance, working state and line condition according to commands of the vehicle-mounted safety computer, so that functions such as audible and visual alarm and driver operation can be realized.
Step S2: and determining the designated track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna based on the transponder message through the vehicle-mounted computer.
It can be understood that, the first track circuit information receiving unit antenna of the second transponder group at the annunciator of the track circuit receiving end receives the transponder message from the second transponder group, confirms whether the specified track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna in the transponder message from the second transponder group is consistent with the carrier frequency in the transponder message of the first transponder group, and when the specified track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna in the transponder message of the second transponder group is consistent with the carrier frequency in the transponder message of the first transponder group, determines the carrier frequency in the transponder message of the first transponder group or the carrier frequency in the transponder message of the second transponder group as the specified track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna.
When the carrier frequency of the appointed track circuit corresponding to the first track circuit information receiving unit antenna in the responder message of the second responder group is not consistent with the carrier frequency in the responder message of the first responder group, the first track circuit information receiving unit antenna requests to receive the responder message of the second responder group again so as to reconfirm the carrier frequency of the appointed track circuit corresponding to the first track circuit information receiving unit antenna until the carrier frequency in the responder message of the first responder group is consistent with the carrier frequency in the responder message of the second responder group.
Continuing with fig. 1, step S3: and setting the vehicle-mounted computer to process only the information of the specified track circuit carrier frequency.
Referring to fig. 2, fig. 2 is a flowchart illustrating a step of processing information of a specific track circuit carrier frequency according to an embodiment of the present application. Optionally, step S3 is divided into the following sub-steps:
step S31: and locking the processing frequency of the vehicle-mounted computer to the specified track circuit carrier frequency.
Step S32: when the energy threshold of any signal received by the first track circuit information receiving unit antenna at the designated track circuit carrier frequency is smaller than the preset threshold, the vehicle-mounted computer does not process any signal.
It can be understood that after the processing frequency of the vehicle-mounted computer is locked to the designated track circuit carrier frequency, since a plurality of signals may still be received at the designated track circuit carrier frequency through the first track circuit information receiving unit antenna, the adjacent track may also use the designated track circuit carrier frequency, but the energy of the signal of the designated track circuit carrier frequency of the adjacent track is relatively weak. Therefore, when the frequency of the signal received by the first track circuit information receiving unit antenna is consistent with the carrier frequency of the designated track circuit in step S32, it is necessary to detect the energy (e.g., signal power) of the signal received by the first track circuit information receiving unit antenna, and not process the signal whose energy received by the first track circuit information receiving unit antenna is less than the preset threshold.
After the end of the train is changed, the tail end of the train before the end is changed enters a partial monitoring mode, and after a certain driving condition is met, the train enters a complete monitoring mode. The partial monitoring mode means that the vehicle-mounted equipment generates fixed limiting speed to monitor the running of the train when the vehicle-mounted equipment receives the track circuit permission code and lacks line data provided by a transponder or the position of the train is uncertain. In a partial monitoring mode, the vehicle-mounted equipment is responsible for monitoring the highest running speed of the train, and a driver is responsible for driving the train to run and carrying out corresponding processing according to the ground condition.
The complete monitoring mode is that when the vehicle-mounted equipment has all data required by vehicle control, the vehicle-mounted equipment generates a target-distance mode curve, and displays information such as train running speed, allowable speed, target speed and target distance through a human-computer interface to monitor the safe running of the train.
As an implementation mode, the first vehicle-mounted device adopts a "sleep" mode, the first vehicle-mounted device, that is, the vehicle-mounted device at the front and the rear ends of the swap end is connected with the vehicle-mounted device at the front and the rear ends of the swap end in a communication mode, when the first vehicle-mounted device controls the vehicle, the vehicle-mounted computer at the front and the rear ends of the swap end sends the received information and the processing result to the vehicle-mounted computer at the front and the rear ends of the swap end in real time, and the vehicle-mounted device at the front and the rear ends of the swap end only receives and stores the information sent by the first vehicle-mounted device. When the vehicle-mounted equipment at the head end before the head end is switched into a partial monitoring mode from a sleep mode, the train length is also required to be considered when the antenna position of the TCR at the head end before the head end is switched, and the track circuit carrier frequency required to be received can be locked for processing, so that the adjacent line interference is protected. The first vehicle-mounted equipment is completely symmetrical with the vehicle-mounted equipment at the front head end of the head end of.
Referring to fig. 3, fig. 3 is a block diagram of a train end-change anti-interference system according to an embodiment of the present disclosure. The train-terminal-changing interference prevention system 10 includes:
the track circuit information receiving unit antenna 103 is electrically connected with the vehicle-mounted computer 101, and the first transponder information receiving unit antenna 102 is electrically connected with the vehicle-mounted computer 101;
the first transponder information receiving unit antenna 102 is adapted to receive transponder messages from a first transponder group, the first transponder group being located at the inbound signal.
The vehicle mount computer 101 is configured to determine a designated track circuit carrier frequency corresponding to the first track circuit information receiving element antenna 103 based on the relative distance and the transponder message.
The on-board computer 101 is set to process only information specifying the track circuit carrier frequency.
Referring to fig. 4, fig. 4 is a schematic view of a train end-change interference preventing device according to an embodiment of the present application.
The train end-changing anti-interference device 20 is applied to a first vehicle-mounted device on a train, the first vehicle-mounted device is a vehicle-mounted device at the front and the rear ends of the train end-changing, a towed end during the train operation is a tail end, a towed end during the train operation is a head end, the first vehicle-mounted device comprises a vehicle-mounted computer 101, a first transponder information receiving unit antenna 102 and a first track circuit information receiving unit antenna 103, and the train end-changing anti-interference device 20 comprises:
the receiving module 201 receives the transponder message from the first transponder group through the first transponder information receiving unit antenna 102, where the first transponder group is located at the inbound signal.
And the calculating module 202 is configured to determine, by the vehicle-mounted computer 101, the designated track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna based on the transponder message.
And the processing module 203 is used for setting the vehicle-mounted computer 101 to process only the information of the specified track circuit carrier frequency.
Optionally, the processing module 203 is specifically configured to:
locking the processing frequency of the vehicle-mounted computer 101 to a designated track circuit carrier frequency;
when the energy threshold of any signal received by the first track circuit information receiving unit antenna 103 at the designated track circuit carrier frequency is less than the preset threshold, the vehicle-mounted computer 101 disregards any signal.
The present embodiment also provides a storage medium, in which computer program instructions are stored, and when the computer program instructions are executed by a processor, the steps in any one of the above methods are executed.
To sum up, the embodiment of the application provides a train trade end jam-proof method, device, system and storage medium, relates to and lacks signal jam-proof technical field, train trade end jam-proof method is applied to the first on-vehicle equipment on the train, first on-vehicle equipment does before the train trades the end the on-vehicle equipment of tail end, the train tip opposite with train traffic direction during train operation is the tail end, the train tip the same with train traffic direction during train operation is the head end, first on-vehicle equipment includes on-vehicle computer, first transponder information receiving element antenna and first track circuit information receiving element antenna, train trade end jam-proof method includes:
the transponder messages from a first transponder group are received by a first transponder information receiving unit antenna, the first transponder group being located at the station entry signal machine. And determining the designated track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna based on the transponder message through the vehicle-mounted computer. And setting the vehicle-mounted computer to process only the information of the specified track circuit carrier frequency.
In the implementation process, only the information of the specified track circuit carrier frequency of the first vehicle-mounted equipment is processed, and the information of other bypass carrier frequencies can be prevented from being received, so that the first vehicle-mounted equipment is prevented from executing wrong actions, and the safety of the train during end change is improved.
An embodiment of the application provides a train trades end jam-proof system, the system includes: the track circuit information receiving unit antenna is electrically connected with the vehicle-mounted computer. The first transponder information receiving unit antenna is used for receiving transponder messages from a first transponder group, and the first transponder group is positioned at the station signal machine. And the vehicle-mounted computer is used for determining the designated track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna based on the transponder message. And setting the vehicle-mounted computer to process only the information of the specified track circuit carrier frequency.
In the implementation process, only the information of the specified track circuit carrier frequency of the first vehicle-mounted equipment is processed, and the information of other bypass carrier frequencies can be prevented from being received, so that the first vehicle-mounted equipment is prevented from executing wrong actions, and the safety of the train during end change is improved.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus may be implemented in other manners. The apparatus embodiments described above are merely illustrative, and for example, the block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of devices according to various embodiments of the present application. In this regard, each block in the block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams, and combinations of blocks in the block diagrams, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
In addition, functional modules in the embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.
The functions, if implemented in the form of software functional modules and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Therefore, the present embodiment further provides a readable storage medium, in which computer program instructions are stored, and when the computer program instructions are read and executed by a processor, the computer program instructions perform the steps of any of the block data storage methods. Based on such understanding, the technical solution of the present application or portions thereof that substantially contribute to the prior art may be embodied in the form of a software product stored in a storage medium and including instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (6)
1. The train end-changing anti-interference method is characterized by being applied to first vehicle-mounted equipment on a train, wherein the first vehicle-mounted equipment is vehicle-mounted equipment at the front end and the rear end of a train end-changing, the end part of the train opposite to the running direction of the train is the tail end when the train runs, the end part of the train in the same running direction as the running direction of the train is the head end when the train runs, the first vehicle-mounted equipment comprises a vehicle-mounted computer, a first transponder information receiving unit antenna and a first track circuit information receiving unit antenna, and the method comprises the following steps:
receiving a transponder message from a first transponder group through the first transponder information receiving unit antenna, wherein the first transponder group is positioned at an incoming signal machine;
determining, by the on-board computer, a designated track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna based on the transponder message;
and setting the vehicle-mounted computer to process only the information of the specified track circuit carrier frequency.
2. The method of claim 1, wherein said configuring said on-board computer to process only said information specifying a track circuit carrier frequency comprises:
locking the processing frequency of the vehicle-mounted computer to the designated track circuit carrier frequency;
and when the energy threshold of any signal received by the first track circuit information receiving unit antenna at the specified track circuit carrier frequency is smaller than a preset threshold, the vehicle-mounted computer does not process any signal.
3. The utility model provides a train trades end jam-proof device which characterized in that is applied to the first on-vehicle equipment on the train, first on-vehicle equipment is the on-vehicle equipment of train trade end head and tail end, the train tip opposite with train traffic direction is the tail end when the train moves, the train tip the same with train traffic direction is the head end when the train moves, first on-vehicle equipment includes on-vehicle computer, first transponder information receiving element antenna and first track circuit information receiving element antenna, the device includes:
a receiving module, configured to receive, through the first transponder information receiving unit antenna, a transponder message from a first transponder group, where the first transponder group is located at an inbound signal machine;
the calculation module is used for determining the designated track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna based on the transponder message through the vehicle-mounted computer;
and the processing module is used for setting the vehicle-mounted computer to process only the information of the specified track circuit carrier frequency.
4. The apparatus of claim 3, wherein the processing module is specifically configured to:
locking the processing frequency of the vehicle-mounted computer to the designated track circuit carrier frequency;
and when the energy threshold of any signal received by the first track circuit information receiving unit antenna at the specified track circuit carrier frequency is smaller than a preset threshold, the vehicle-mounted computer is enabled not to process any signal.
5. A train end-change tamper-proof system, the system comprising: the track circuit information receiving unit antenna is electrically connected with the vehicle-mounted computer;
the first transponder information receiving unit antenna is used for receiving a transponder message from a first transponder group, and the first transponder group is positioned at an inbound signal machine;
the vehicle-mounted computer is used for determining the designated track circuit carrier frequency corresponding to the first track circuit information receiving unit antenna based on the transponder message;
and setting the vehicle-mounted computer to process only the information of the specified track circuit carrier frequency.
6. A storage medium having stored thereon computer program instructions for executing the steps of the method according to any one of claims 1-2 when executed by a processor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011143897.5A CN112319549A (en) | 2020-10-22 | 2020-10-22 | Train end-changing anti-interference method, device, system and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011143897.5A CN112319549A (en) | 2020-10-22 | 2020-10-22 | Train end-changing anti-interference method, device, system and storage medium |
Publications (1)
| Publication Number | Publication Date |
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| CN112319549A true CN112319549A (en) | 2021-02-05 |
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| CN113928373A (en) * | 2021-11-09 | 2022-01-14 | 交控科技股份有限公司 | Train positioning method and system |
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