CN117565934A - Train occupation area judging system based on transponder position information - Google Patents
Train occupation area judging system based on transponder position information Download PDFInfo
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- CN117565934A CN117565934A CN202311544068.1A CN202311544068A CN117565934A CN 117565934 A CN117565934 A CN 117565934A CN 202311544068 A CN202311544068 A CN 202311544068A CN 117565934 A CN117565934 A CN 117565934A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0072—On-board train data handling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
Abstract
The invention discloses a train occupation area judging system based on transponder position information, which can ensure that when a vehicle-mounted operation control subsystem fails, the vehicle-mounted operation control subsystem can still transmit absolute position information obtained from a transponder to a train dispatching system and a resource management system, thereby providing a feasibility basis for the automatic failure processing of the train dispatching system and the resource management system or providing key information for a dispatcher to manually process the failure. Compared with the existing scheme, the invention can timely enable the dispatching system and the dispatching personnel to acquire the current position information of the fault train, thereby being convenient for organizing effective fault processing and operation recovery work. The invention can reduce the operation recovery time under the fault condition, improves the availability of the train control system based on the technical field of train communication or the technical field of autonomous train operation, and improves the operation service level of the line.
Description
Technical Field
The invention belongs to the technical field of vehicle-mounted communication, and particularly relates to a train occupation area judging system based on transponder position information.
Background
At present, a train operation control system is a key core system for guaranteeing the safety and efficiency of train operation in the technical field of train communication or the technical field of autonomous train operation, and the safety operation of the train is realized based on the accurate self-positioning function of the train. On the other hand, with the popularization and maturity of the technology based on the car communication technology or the autonomous train operation technology, the train operation control can reach the automatic operation level of GoA2, goA3 and GoA 4. When in the GoA4 class, the train can realize unmanned automatic operation. Meanwhile, the trackside equipment of the operation control system is continuously simplified, and track section train occupation/idle detection equipment such as a track circuit, a shaft counting and the like is not generally arranged.
When the whole operation control system operates normally, the absolute course position information of the line where the transponder is located is stored in the ground transponder. When the train runs and passes over the ground transponder, the vehicle-mounted transponder antenna on the train acquires absolute position information from the ground transponder in a wireless communication mode and transmits the absolute position information to the vehicle-mounted transponder antenna host, so that the transcoding function of wireless data is realized. The vehicle-mounted transponder antenna host sends the transcoded data (called unsafe positioning data at the moment) to a vehicle-mounted operation control subsystem (ATP function part) to verify the data safety and correctness, and the verified correct data is called safe positioning data; the on-board operation control subsystem (ATP function) will upload the current real-time position information of the train to the resource management device and central dispatching device beside the track. Meanwhile, the vehicle-mounted operation control subsystem (ATP functional part) carries out safety protection on the real-time operation of the train according to mobile authorization, speed measurement data, safety positioning data and the like, so that the operation safety of the train is ensured; the vehicle-mounted operation control subsystem (ATO function part) controls the automatic operation of the train under the safety protection of the vehicle-mounted operation control subsystem (ATP function part).
Due to defects of equipment, equipment aging caused by long-term operation, electromagnetic interference and other factors, when a vehicle-mounted operation control subsystem (ATP function part) finally fails, the train cannot realize various functions such as safety verification of positioning data, and the train immediately carries out emergency braking and keeps stopping; and before the failure recovery of the vehicle-mounted ATP, the train cannot be controlled to run by the train control system. Meanwhile, the current position information of the train cannot be transmitted to the dispatching system and the resource management system through the train-ground wireless system, and the fact that the dispatching system and the resource management system cannot acquire the position information of the current train means that the dispatching system cannot realize normal automatic dispatching management of the running train; even if the dispatcher intervenes manually, the fault is difficult to remove rapidly and normal operation is restored due to lack of position information of the train.
Disclosure of Invention
The invention aims to overcome the defects of the prior art, and aims to solve the problem that a train dispatching system and a resource management system can still acquire the position information of a current train when an ATP module of a vehicle-mounted operation control system fails.
In order to achieve the expected effect, the invention adopts the following technical scheme:
the invention discloses a train occupation area judging system based on transponder position information, which comprises:
the transponder is arranged on a track on which the train runs and internally stores position information, and when the vehicle-mounted transponder antenna passes over the transponder, the transponder is activated and sends the position information to the transponder antenna;
the vehicle-mounted transponder antenna is a data transmitting or receiving terminal device arranged at the bottom of the train and used for acquiring position information from the transponder;
the transponder antenna host is used for controlling the vehicle-mounted transponder antenna to receive and process the position information;
the data conversion module is used for converting the position information processed by the transponder antenna host and transmitting the position information to the vehicle-mounted ATP module;
and the vehicle-mounted ATP module is used for receiving the position information from the data conversion module, calculating the current position information of the train in real time by combining the speed sensor, the accelerometer and the radar, and judging the occupied area of the train according to the current position information of the train.
Further, when the train normally operates, the transponder antenna host acquires position information inside the transponder from the transponder antenna, processes the position information and sends the processed position information to the data conversion module, the data conversion module detects whether the vehicle-mounted ATP module normally operates or not after receiving the processed position information, if the vehicle-mounted ATP module normally operates, the first judgment module is adopted to judge the occupied area of the train, and otherwise, the second judgment module is adopted to judge the occupied area of the train.
Further, the determining the train occupation area by using the first determining module specifically includes: the data conversion module converts the processed position information and then simultaneously transmits the processed position information to the vehicle-mounted ATP module and the switch, at the moment, the resource management system simultaneously receives the safety positioning data transmitted by the vehicle-mounted ATP module and the non-safety positioning data transmitted by the switch, and the resource management system automatically filters the non-safety positioning data, tracks the position information of the train in real time according to the safety positioning data and judges the occupied area of the train.
Further, the determining the train occupation area by using the second determining module specifically includes: the data conversion module converts the processed position information and then sends the processed position information to the resource management system through the switch, and the resource management system tracks the position information of the train in real time and judges the occupied area of the train according to the unsafe positioning data sent by the switch.
Further, the resource management system tracks the train position information in real time according to the unsafe positioning data sent by the switch and judges the occupied area of the train specifically comprises: when the vehicle-mounted ATP module fails, the resource management system sets a fixed train front safety envelope area and a train rear safety envelope area for the train according to the most unfavorable engineering conditions, and the range of the train occupied driving resource area comprises the driving resource area occupied by the front of the train and the driving resource area occupied by the rear of the train.
Further, the step of calculating the driving resource area occupied by the front of the train comprises the following steps: and (3) starting from the current accurate mileage of the second transponder, searching other transponder equipment coordinates recorded in the current system by the resource management system along the running direction of the train, and when the absolute difference value of the accurate mileage of the third transponder and the second transponder is larger than or equal to the sum of the length of the train and the safety envelope area in front of the train, obtaining the range between the third transponder and the second transponder as the driving resource area occupied in front of the train, wherein the second transponder and the third transponder are sequentially arranged along the running direction of the train.
Further, the step of calculating the driving resource area occupied by the rear of the train includes: and when the absolute difference value of the accurate mileage of the first transponder and the second transponder is larger than or equal to the sum of the length of the train and the safety envelope area behind the train, the range between the second transponder and the first transponder is the driving resource area occupied behind the train, and the second transponder and the first transponder are sequentially arranged against the running direction of the train.
Further, if the front of the train is a switch section and the switch machine controls the switch to open the running line to the fourth transponder, when the train passes over the second transponder, the resource management system searches the transponder equipment coordinates on the running line in front of the train according to the line opening direction, and when the absolute difference of the accurate mileage between the fourth transponder and the second transponder is greater than or equal to the sum of the length of the train and the safety envelope area in front of the train, the range between the fourth transponder and the second transponder is the driving resource area occupied by the front of the train, and the fourth transponder is positioned in the switch section.
Further, if the rear of the train is a switch section and the switch machine controls the switch to open the running line to the fifth transponder, when the train passes over the second transponder, the resource management system searches for the transponder equipment coordinates on the running line behind the train according to the line opening direction, and when the absolute difference of the accurate mileage between the fifth transponder and the second transponder is greater than or equal to the sum of the length of the train and the safety envelope area behind the train, the range between the fifth transponder and the second transponder is the driving resource area occupied behind the train, and the fifth transponder is positioned in the switch section.
Further, if the train is running to the line terminal, the resource management system searches for the transponder device coordinates on the running line ahead of the train when the train passes over the second transponder; and if the absolute difference between the searched coordinates of all the transponders and the accurate mileage of the second transponder is smaller than the sum of the length of the train and the safety envelope area in front of the train, the range from the second transponder to the line terminal bumper is the train front driving resource area.
Compared with the prior art, the invention has the beneficial effects that: the invention discloses a train occupation area judging system based on transponder position information, which can ensure that when a vehicle-mounted operation control subsystem (ATP functional part) fails, the vehicle-mounted operation control subsystem can still transmit absolute position information obtained from a transponder to a train dispatching system and a resource management system, thereby providing a feasibility basis for the automatic processing of the failure of the train dispatching system and the resource management system or providing key information for a dispatcher to manually process the failure. Compared with the existing scheme, the invention can timely enable the dispatching system and the dispatching personnel to acquire the current position information of the fault train, thereby being convenient for organizing effective fault processing and operation recovery work. The invention can reduce the operation recovery time under the fault condition, improves the availability of the train control system based on the technical field of train communication or the technical field of autonomous train operation, and improves the operation service level of the line.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings described below are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic diagram of a train occupation area determining system based on transponder location information according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of a train occupying driving resource range without a turnout line fault provided by an embodiment of the invention.
Fig. 3 is a schematic diagram of a train with a turnout line fault occupying driving resource range according to an embodiment of the present invention.
Fig. 4 is a schematic diagram of a driving resource range occupied by a terminal line fault train according to an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1 to 4, the invention discloses a train occupation area judging system based on transponder position information, which comprises:
the transponder is arranged on a track on which the train runs and internally stores position information, and when the vehicle-mounted transponder antenna passes over the transponder, the transponder is activated and sends the position information to the transponder antenna; specifically, the transponder is an electronic equipment device which is arranged between 2 steel rails and is fixed on the track bed board, and accurate mileage information of the mounting position of the transponder is stored in the electronic equipment device; the transponder devices are arranged on the line at a distance of typically no more than 300m, and in a particular area an encryption arrangement is used. The location information of all transponders beside the track is stored in a database of the resource management system.
The vehicle-mounted transponder antenna is a data transmitting or receiving terminal device arranged at the bottom of the train and used for acquiring position information from the transponder;
the transponder antenna host is used for controlling the vehicle-mounted transponder antenna to receive and process the position information; the transponder antenna host is a processing unit of transponder data, and simultaneously provides power for the transponder antenna and receives the transponder data transmitted by the transponder antenna.
The data conversion module is used for converting the position information processed by the transponder antenna host and transmitting the position information to the vehicle-mounted ATP module; the data conversion module can be a function module existing in vehicle-mounted safety calculation, and can realize the data conversion function between the antenna host of the transponder and the ATP function module; if the data conversion function does not exist in the vehicle-mounted safety computer, the function module needs to be newly added to realize the conversion function between the transponder antenna host computer data and the dispatch system identifiable data; the transponder positioning data sent by the data conversion module to the ATP functional module or the switch are all unsafe positioning data.
And the vehicle-mounted ATP module is used for receiving the position information from the data conversion module, calculating the current position information of the train in real time by combining the speed sensor, the accelerometer and the radar, and judging the occupied area of the train according to the current position information of the train. The vehicle-mounted ATP module is a functional unit which is responsible for the automatic protection of a train in the vehicle-mounted safety computer, and one of the functions of the vehicle-mounted ATP module is to receive the positioning data of the transponder, namely the non-safety positioning data, obtained from the data conversion module or the antenna host of the transponder, and to carry out safety verification on the data; the information of the current position of the train, namely the safety positioning information, can be calculated in real time by combining with the information of other equipment such as a speed sensor, an accelerometer, a radar and the like, and is sent to a train dispatching system through a vehicle-mounted wireless network.
Preferably, the present invention further comprises: the train dispatching system can realize automatic dispatching and manual dispatching functions; under the condition of no fault, an automatic scheduling mode is generally adopted; once the fault occurs, a dispatcher can manually intervene in the train dispatching system, and the operation of the train is controlled or commanded in a manual dispatching mode; the train dispatching system can obtain the train position information uploaded by each train in real time through the network transmission system.
Preferably, the present invention further comprises: a resource management system, which is one of core devices of the train operation control system, for realizing management and control of resource devices, such as a switch machine, a signal machine, etc.; the location information of all devices on the track, such as transponders, is stored in the database of the resource management system.
Preferably, the present invention further comprises: the network transmission system comprises wired network equipment, wireless network transmission equipment, network switching equipment, network security equipment and the like, and is used for realizing data transmission in the train control system and wireless data interaction between the train and the dispatching system. The wireless network transmission equipment is arranged on a train and comprises network safety equipment, an access unit and the like, and is used for realizing interaction and safety protection between wired data and wireless data.
Preferably, the present invention further comprises: the switch is network transmission equipment arranged on the train and used for achieving functions of aggregation, interaction, transmission and the like of network data.
Preferably, the present invention further comprises: the ATO functional module is a functional unit responsible for the automatic operation of the train in the vehicle-mounted safety computer and is used for receiving the safety protection data from the ATP module; the function of the module in the aspect of controlling the automatic operation of the train can be controlled only when the ATP module works normally.
In a preferred embodiment, fig. 1 is a schematic diagram of a train occupation area determining system based on transponder location information according to an embodiment of the present invention.
In fig. 1, "W1" represents a transponder, to which the internal electronics have written current absolute position information; when the transponder antenna of the train passes over the transponder, the transponder is activated and transmits cured absolute position data information to the transponder antenna.
In fig. 1 "W2" denotes a transponder antenna for retrieving data information from the transponder.
In fig. 1 "W3" denotes a transponder antenna host for controlling the transponder antenna and receiving and processing data information acquired from the transponder antenna.
"W4" in FIG. 1 represents a data conversion module that may exist in an existing system; if not, the data conversion module needs to be added.
In fig. 1, "W5" represents an on-board ATP module, which is mainly responsible for processing and executing safety information related to train operation.
In fig. 1, "W6" represents a vehicle-mounted ATO module, which is mainly used for controlling the automatic train operation under the ATP protection condition.
In fig. 1, "W7" represents an in-vehicle switch.
In fig. 1, "W8" represents an in-vehicle wireless network transmission device.
In fig. 1, "W9" represents an in-vehicle antenna.
In fig. 1, "W10" represents a network transmission system.
In fig. 1, "W11" represents a dispatching system, which can display the actual position of a train under normal working conditions, and also can display the range of driving resources where a fault train is located.
In fig. 1, "W12" represents a resource management system for controlling and managing driving resources.
In a preferred embodiment, when the train is running normally, the transponder antenna host acquires the position information inside the transponder from the transponder antenna, processes the position information and sends the processed position information to the data conversion module, the data conversion module detects whether the vehicle-mounted ATP module works normally or not after receiving the processed position information, if the vehicle-mounted ATP module works normally, the first judgment module is used for judging the train occupation area, and otherwise, the second judgment module is used for judging the train occupation area.
In one embodiment, the determining the train occupation area by using the first determining module specifically includes: the data conversion module converts the processed position information and then simultaneously sends the processed position information to the vehicle-mounted ATP module and the switch, the vehicle-mounted ATP module is combined with the speed sensor, the accelerometer and the radar to calculate the current position information of the train in real time, at the moment, the resource management system simultaneously receives the safety positioning data sent by the vehicle-mounted ATP module and the non-safety positioning data sent by the switch, the resource management system automatically filters the non-safety positioning data, tracks the position information of the train in real time according to the safety positioning data and judges the occupied area of the train, and then sends the non-safety positioning data to the train scheduling system to control the safe operation of the train, and meanwhile, the train scheduling system can utilize the safety positioning data to track the position information of the train in real time and display the information so as to facilitate monitoring of the operation condition of the train by management center personnel.
Or when the vehicle-mounted ATP module works normally, the data conversion module only sends the transponder data information to the vehicle-mounted ATP module, and the vehicle-mounted ATP module sends the verified train safety positioning data to the resource management system in real time; the resource management system obtains the occupied area range of the train after logic judgment, and then forwards the safe positioning data of the train to the dispatching system through the data transmission system, and the dispatching system tracks the train in real time by utilizing the safe positioning data and displays the safe positioning data.
In another embodiment, the determining the train occupation area by using the second determining module specifically includes: the data conversion module converts the processed position information and then sends the processed position information to the resource management system through the switch, and the resource management system tracks the position information of the train in real time and judges the occupied area of the train according to the unsafe positioning data sent by the switch.
Specifically, when the train-mounted ATP module fails, the train-mounted ATP module cannot acquire the position information sent by the data conversion module, or cannot perform the next safety analysis and processing on the position information; the resource management system receives the failure information of the vehicle-mounted ATP module and the unsafe positioning data information which is directly transmitted by the data conversion module through the switch, judges the occupied area of the train after logic judgment and processing, and then forwards the failure information and the unsafe positioning data information to the train dispatching system through the data transmission system; the train dispatching system can display the occupied area range of the current position of the train by utilizing the unsafe positioning data.
Preferably, the resource management system tracks the train position information in real time according to the unsafe positioning data sent by the switch and determines the occupied area of the train specifically includes: when the vehicle-mounted ATP module fails, the resource management system sets a fixed train front safety envelope area Lf and a train rear safety envelope area Lr for the train according to the most unfavorable engineering conditions, and the range of the train occupied driving resource area comprises the driving resource area occupied by the front of the train and the driving resource area occupied by the rear of the train.
It is worth noting that, in the case that the train is in failure of the on-board ATP module, the resource management system and the train scheduling system are not continuous in acquiring the train position information, so that the technical scheme of the invention is required to be adopted to acquire accurate train position information.
In one aspect, the step of calculating the driving resource area occupied by the front of the train includes: and (3) starting from the current accurate mileage of the second transponder, searching other transponder equipment coordinates recorded in the current system by the resource management system along the running direction of the train, and when the absolute difference value of the accurate mileage of the third transponder and the second transponder is larger than or equal to the sum of the length of the train and the safety envelope area in front of the train, obtaining the range between the third transponder and the second transponder as the driving resource area occupied in front of the train, wherein the second transponder and the third transponder are sequentially arranged along the running direction of the train.
Illustratively, as shown in FIG. 2, when the train passes over the B2 transponder, the resource management system will determine that the train is in the vicinity of the B2 transponder location; calculating from the current accurate mileage of the B2 transponder, along the running direction, the resource management system searches other transponder equipment coordinates in the system, and before the B3 transponder is searched, 0 or more transponders possibly exist in the system, but the absolute value of the difference between the transponder coordinates and the B2 transponder coordinates is smaller than the sum (Lt+Lf) of the length of the train and the safety envelope area in front of the train; until the absolute difference value of the accurate mileage of the B3 transponder and the B2 transponder is just larger than or equal to the sum of the length of the train and the safety envelope area in front of the train, the range between the B3 transponder and the B2 transponder is the driving resource area occupied in front of the train.
On the other hand, the step of calculating the driving resource area occupied by the rear of the train comprises the following steps: and when the absolute difference value of the accurate mileage of the first transponder and the second transponder is larger than or equal to the sum of the length of the train and the safety envelope area behind the train, the range between the second transponder and the first transponder is the driving resource area occupied behind the train, and the second transponder and the first transponder are sequentially arranged against the running direction of the train.
Illustratively, as shown in FIG. 2, from the current exact mileage of the B2 transponder, against the direction of travel, the resource management system will retrieve other transponder device coordinates inside the system, and before the B1 transponder is retrieved, there may be 0 or more transponders in the system, but the absolute value of the difference between these transponder coordinates and the B2 transponder coordinates is less than the sum of the train length and the rear safety envelope area (Lt+Lr); until the absolute difference of the accurate mileage of the B1 transponder and the B2 transponder is just larger than or equal to the sum of the length of the train and the safety envelope area behind the train, the range between the B1 transponder and the B2 transponder is the driving resource area occupied behind the train.
At this time, the range from the transponder B1 to the transponder B3 is recognized by the system as the driving resource area occupied by the train, and should be locked in the control logic to ensure the safe operation of the train.
It is noted that there may be 0 or more transponders in the areas in front of the B2 transponder lt+lf and behind the B2 transponder lt+lr, but these transponders are not shown as conditions for determining the area in which the train is located.
Further, if the front of the train is a switch section and the switch machine controls the switch to open the running line to the fourth transponder B4, when the train passes over the second transponder B2, the resource management system searches for the transponder equipment coordinates on the running line in front of the train according to the line opening direction, and when the absolute difference of the accurate mileage between the fourth transponder B4 and the second transponder B2 is greater than or equal to the sum of the length of the train and the safety envelope area in front of the train, the range between the fourth transponder B4 and the second transponder B2 is the driving resource area occupied by the front of the train, and the fourth transponder is located in the switch section.
Illustratively, as shown in FIG. 3, the range between B4 to B2 transponders is the train front drive resource region. According to the above-mentioned knowledge, the range between the transponders B1 to B2 is the driving resource area occupied by the rear of the train, and the range of the driving resource area occupied by the train includes the driving resource area occupied by the front of the train and the driving resource area occupied by the rear of the train, so that the range from the transponders B1 to B4 is regarded as the driving resource area occupied by the train by the system, and should be locked in control logic to ensure safe operation of the train.
Further, if the rear of the train is a switch section and the switch machine controls the switch to open the running line to the fifth transponder, when the train passes over the second transponder, the resource management system searches for the transponder equipment coordinates on the running line behind the train according to the line opening direction, and when the absolute difference of the accurate mileage between the fifth transponder and the second transponder is greater than or equal to the sum of the length of the train and the safety envelope area behind the train, the range between the fifth transponder and the second transponder is the driving resource area occupied behind the train, and the fifth transponder is positioned in the switch section.
It is noted that if the switch section is located in the opposite direction to the running direction of the train, the determination method of the driving resource area occupied at the rear of the train is the same as the logic when the switch section is located at the front of the running direction of the train.
Further, if the train is running to the line terminal, the resource management system searches for the transponder device coordinates on the running line ahead of the train when the train passes over the second transponder; and if the absolute difference between the searched coordinates of all the transponders and the accurate mileage of the second transponder is smaller than the sum of the length of the train and the safety envelope area in front of the train, the range from the second transponder to the line terminal bumper is the train front driving resource area.
For example, as shown in fig. 4, the range from the transponder B2 to the line terminal is defined as the area of traffic resources in front of the train, and the range from the transponder B1 to the line terminal is defined as the area of traffic resources occupied by the train by the system, and should be locked in control logic to ensure safe operation of the train.
In fig. 2, 3 and 4, "1" indicates a scheduling system, which can display the actual position of a train under normal working conditions according to the data provided by the resource management system through the network transmission system, and can also display the range of driving resources occupied by a fault train.
In fig. 2, 3 and 4, "2" indicates a resource management system for controlling and managing driving resources.
"3" in fig. 2, 3, 4 indicates a network transmission system.
"4" in fig. 2, 3, 4 indicates a vehicle-ground wireless communication mode, and the transmission content of the wireless communication mode includes unsafe positioning data transmitted by the fault train to the resource management system.
"5" in fig. 2, 3, 4 indicates a transponder, to which the internal electronics have written current absolute position information; when the transponder antenna of the train passes over the transponder, the transponder is activated and transmits cured absolute position data information to the transponder antenna.
In fig. 3, "6" indicates a switch, which is an integral part of the train running line.
In fig. 3, "7" indicates a switch machine, which is an electric device for controlling the opening of a switch.
In fig. 4, "8" indicates a car stop, which is a stop for the end of a line, preventing a train from rushing out of the track.
The invention can ensure that when the vehicle-mounted operation control subsystem (ATP function part) fails, the vehicle-mounted operation control subsystem can still transmit the absolute position information obtained from the transponder to the train dispatching system and the resource management system, thereby providing a feasible basis for the automatic processing of the failure of the train dispatching system and the resource management system or providing key information for a dispatcher to manually process the failure. Compared with the existing scheme, the invention can timely enable the dispatching system and the dispatching personnel to acquire the current position information of the fault train, thereby being convenient for organizing effective fault processing and operation recovery work. The invention can reduce the operation recovery time under the fault condition, improves the availability of the train control system based on the technical field of train communication or the technical field of autonomous train operation, and improves the operation service level of the line.
Based on the same inventive concept, the invention also discloses a method for judging the occupied area of the train based on the position information of the transponder, which comprises the following steps: and when the train is in the fault condition of the vehicle-mounted ATP module, judging the area range of the driving resource occupied by the current fault train based on the position information of the transponder through the train scheduling system and the resource management system.
The method embodiments and the system embodiments described above may be implemented in a one-to-one correspondence, and are not described herein.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.
Claims (10)
1. A transponder location information based train occupancy zone determination system comprising:
the transponder is arranged on a track on which the train runs and internally stores position information, and when the vehicle-mounted transponder antenna passes over the transponder, the transponder is activated and sends the position information to the transponder antenna;
the vehicle-mounted transponder antenna is a data transmitting or receiving terminal device arranged at the bottom of the train and used for acquiring position information from the transponder;
the transponder antenna host is used for controlling the vehicle-mounted transponder antenna to receive and process the position information;
the data conversion module is used for converting the position information processed by the transponder antenna host and transmitting the position information to the vehicle-mounted ATP module;
and the vehicle-mounted ATP module is used for receiving the position information from the data conversion module, calculating the current position information of the train in real time by combining the speed sensor, the accelerometer and the radar, and judging the occupied area of the train according to the current position information of the train.
2. The system for determining the occupied area of a train based on the position information of a transponder according to claim 1, wherein when the train is operating normally, the transponder antenna host acquires the position information inside the transponder from the transponder antenna and processes the position information and transmits the processed position information to the data conversion module, the data conversion module detects whether the vehicle-mounted ATP module operates normally or not after receiving the processed position information, and if the vehicle-mounted ATP module operates normally, the first determination module is used for determining the occupied area of the train, and otherwise, the second determination module is used for determining the occupied area of the train.
3. The system for determining a train occupancy area based on transponder location information of claim 2, wherein said determining a train occupancy area using the first determination module comprises: the data conversion module converts the processed position information and then simultaneously transmits the processed position information to the vehicle-mounted ATP module and the switch, at the moment, the resource management system simultaneously receives the safety positioning data transmitted by the vehicle-mounted ATP module and the non-safety positioning data transmitted by the switch, and the resource management system automatically filters the non-safety positioning data, tracks the position information of the train in real time according to the safety positioning data and judges the occupied area of the train.
4. The system for determining a train occupancy area based on transponder location information of claim 2, wherein said determining a train occupancy area using the second determination module comprises: the data conversion module converts the processed position information and then sends the processed position information to the resource management system through the switch, and the resource management system tracks the position information of the train in real time and judges the occupied area of the train according to the unsafe positioning data sent by the switch.
5. The system for determining a train occupation area based on position information of a transponder according to claim 4, wherein said resource management system tracks the position information of the train in real time based on the unsafe positioning data transmitted from the exchange and determines the train occupation area, specifically comprising: when the vehicle-mounted ATP module fails, the resource management system sets a fixed train front safety envelope area and a train rear safety envelope area for the train according to the most unfavorable engineering conditions, and the range of the train occupied driving resource area comprises the driving resource area occupied by the front of the train and the driving resource area occupied by the rear of the train.
6. The system for determining the occupation area of a train based on the position information of a transponder according to claim 5, wherein the step of calculating the area of the driving resource occupied in front of the train comprises: and (3) starting from the current accurate mileage of the second transponder, searching other transponder equipment coordinates recorded in the current system by the resource management system along the running direction of the train, and when the absolute difference value of the accurate mileage of the third transponder and the second transponder is larger than or equal to the sum of the length of the train and the safety envelope area in front of the train, obtaining the range between the third transponder and the second transponder as the driving resource area occupied in front of the train, wherein the second transponder and the third transponder are sequentially arranged along the running direction of the train.
7. The system for determining the occupation area of a train based on the position information of a transponder according to claim 5, wherein the step of calculating the area of the driving resource occupied at the rear of the train comprises: and when the absolute difference value of the accurate mileage of the first transponder and the second transponder is larger than or equal to the sum of the length of the train and the safety envelope area behind the train, the range between the second transponder and the first transponder is the driving resource area occupied behind the train, and the second transponder and the first transponder are sequentially arranged against the running direction of the train.
8. The system for determining the occupied area of a train based on position information of transponders according to claim 5, wherein if the front of the train is a switch section and the switch machine controls the switch to open a running line to a fourth transponder, when the train passes over the second transponder, the resource management system searches for the coordinates of the transponder equipment on the running line in front of the train according to the line opening direction, and when the absolute difference of the accurate mileage between the fourth transponder and the second transponder is greater than or equal to the sum of the length of the train and the safe envelope area in front of the train, the range between the fourth transponder and the second transponder is the occupied driving resource area in front of the train, and the fourth transponder is located in the switch section.
9. The system for determining a train occupation area based on transponder location information according to claim 5, wherein if the train is in a switch section after running and the switch machine controls the switch to open a running line to a fifth transponder, the resource management system searches for transponder equipment coordinates on the running line behind the train according to the line opening direction when the train passes over the second transponder, and when an absolute difference between the accurate mileage of the fifth transponder and the second transponder is greater than or equal to a sum of a length of the train and a safe envelope area behind the train, a range between the fifth transponder and the second transponder is a driving resource area occupied behind the train, and the fifth transponder is located in the switch section.
10. The transponder-based location determination system of claim 5 wherein the resource management system searches for transponder device coordinates on a line of travel ahead of the train when the train passes over the second transponder if the train is traveling to the line terminal; and if the absolute difference between the searched coordinates of all the transponders and the accurate mileage of the second transponder is smaller than the sum of the length of the train and the safety envelope area in front of the train, the range from the second transponder to the line terminal bumper is the train front driving resource area.
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| CN202311544068.1A CN117565934A (en) | 2023-11-20 | 2023-11-20 | Train occupation area judging system based on transponder position information |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202311544068.1A CN117565934A (en) | 2023-11-20 | 2023-11-20 | Train occupation area judging system based on transponder position information |
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