WO2011144095A2 - 应答器检测方法和应答器检测系统 - Google Patents

应答器检测方法和应答器检测系统 Download PDF

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Publication number
WO2011144095A2
WO2011144095A2 PCT/CN2011/074710 CN2011074710W WO2011144095A2 WO 2011144095 A2 WO2011144095 A2 WO 2011144095A2 CN 2011074710 W CN2011074710 W CN 2011074710W WO 2011144095 A2 WO2011144095 A2 WO 2011144095A2
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WO
WIPO (PCT)
Prior art keywords
transponder
frequency signal
carrier frequency
power carrier
rate
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PCT/CN2011/074710
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English (en)
French (fr)
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WO2011144095A3 (zh
Inventor
李成恩
Original Assignee
华为技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to CN201180000507.1A priority Critical patent/CN102754355B/zh
Priority to PCT/CN2011/074710 priority patent/WO2011144095A2/zh
Publication of WO2011144095A2 publication Critical patent/WO2011144095A2/zh
Publication of WO2011144095A3 publication Critical patent/WO2011144095A3/zh

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Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04B—TRANSMISSION
    • H04B1/00—Details of transmission systems, not covered by a single one of groups H04B3/00 - H04B13/00; Details of transmission systems not characterised by the medium used for transmission
    • H04B1/38—Transceivers, i.e. devices in which transmitter and receiver form a structural unit and in which at least one part is used for functions of transmitting and receiving
    • H04B1/3822—Transceivers, i.e. devices in which transmitter and receiver form a structural unit and in which at least one part is used for functions of transmitting and receiving specially adapted for use in vehicles
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W8/00—Network data management
    • H04W8/005—Discovery of network devices, e.g. terminals

Definitions

  • the present invention relates to the field of wireless technologies, and in particular to a transponder detection method and a transponder detection system. Background technique
  • the transponder is a high-speed point data transmission device based on the principle of electromagnetic coupling. It is used to realize car-ground data exchange at a specific place. It is the key to the column control system that provides parameters such as position sensing and speed limitation for vehicle operation.
  • One of the modules In the case of transponders for railway systems, transponders mounted on the sleepers of two rail centers are normally dormant. Car transponder transmission module
  • BTM Bit Transmission Module
  • the train's top speed is constantly refreshed, and the performance requirements of the transponder are getting higher and higher.
  • the market continues to have transponders capable of point-to-point communication with the highest speed train. Repeated performance dynamics testing in the laboratory is required before the transponder enters the actual application.
  • Embodiments of the present invention provide a transponder detection method and a transponder detection system capable of detecting a transponder at a relatively low cost.
  • a transponder detection method including: generating a power carrier frequency signal according to a reference correspondence relationship between a power carrier level change rate and a train speed; outputting a power carrier frequency signal to the transponder; and receiving the transponder according to the power carrier frequency
  • the information output carrier frequency signal carrying the pre-stored information; processing the information carrier frequency signal to obtain the detection result of the transponder.
  • a transponder detection system comprising: a generating device, configured to generate a power carrier frequency signal according to a reference correspondence relationship between a power carrier level change rate and a train speed; and a transmitting device, configured to output power to the transponder a carrier frequency signal; a receiving device, configured to receive an information carrier frequency signal carrying a pre-stored information output by the transponder according to the power carrier frequency signal; and a processing device, configured to process the information carrier The frequency signal is used to obtain the detection result of the transponder.
  • the power carrier frequency signal of the train at different speed scenes is simulated, and the signal is output to the transponder, the response of the transponder is received, the response is processed and the transponder detection result is provided, the detection of the transponder is realized, and the detection is performed.
  • the cost is lower.
  • FIG. 1 is a schematic diagram of a transponder detection networking
  • Figure 2 is a schematic diagram of the working principle of the transponder
  • Figure 3 is a schematic view of the working area of the transponder
  • FIG. 4 is a flow chart of a transponder detecting method according to an embodiment of the present invention.
  • FIG. 5 is a diagram showing an example of a correspondence relationship between a carrier power level change rate received by a transponder and a train speed according to an embodiment of the present invention
  • FIG. 6 is a schematic diagram of a test scenario according to an embodiment of the present invention.
  • FIG. 7 is a block diagram of a transponder detection system in accordance with an embodiment of the present invention. detailed description
  • Embodiments of the present invention are applicable to transponders or other types of transponders that provide parameters such as position sensing and speed limiting for vehicle operation.
  • Figure 1 is a schematic diagram of a transponder detection network.
  • the networking environment of Figure 1 includes a transponder 710 to be tested and a transponder detection system 720 for transponder 710.
  • the transponder detection system 720 includes a central processing device 721, a power monitoring device 722, an error monitoring device 723, a frequency monitoring device 724, a BTM transmitting device 725, a digitally controlled attenuator 726, a power conditioning device 727, a BTM antenna 728, and a receiving device 729.
  • the BTM antenna 728 transmits an activation signal 730 to the transponder 710 and receives a response signal 740 generated by the transponder 710 based on the activation signal 730.
  • the central processing device 721, the power monitoring device 722, the error monitoring device 723, the frequency monitoring device 724, the BTM transmitting device 725, the digitally controlled attenuator 726, and the power conditioning device 727 are used to generate the activation signal 730 and send it to the BTM antenna 728.
  • the receiving device 729, the central processing device 721, the power monitoring device 722, the error monitoring device 723, and the frequency monitoring device 724 are configured to process the response signal 740 received by the BTM antenna 728.
  • FIG. 1 illustrates the working principle of the transponder.
  • the transponder can be classified into a fixed information transponder 50 and a variable information transponder 60.
  • the internal registers of the fixed message responder 50 and the variable message transponder 60 store the required information as specified by the protocol.
  • the variable information transponder 60 is connected to the signal processing device 80 via the terrestrial electronic unit 70.
  • the terrestrial electronic unit 70 selects the specific information stored in advance based on the real-time input information from the train control system, and transmits it to the variable information transponder 60.
  • the onboard transponder transmission unit BTM 20 of the train 10 first passes the carrier signal of a certain frequency (i.e., the power carrier frequency signal) through the in-vehicle antenna 40.
  • the method of electromagnetic induction transfers energy to the fixed information transponder 50 or the variable information transponder 60. Then, as indicated by the arrow 120 in FIG.
  • the fixed information transponder 50 or the variable information transponder 60 is activated by the power carrier frequency signal, converts the energy into an operating power source, activates the electronic circuit to operate, and stores the stored information as
  • the specific modulation method is transmitted by electromagnetic induction (information carrier frequency signal).
  • the vehicle transponder transmission unit BTM 30 receives the information carrier frequency signal transmitted from the fixed information transponder 50 or the variable information transponder 60 via the vehicle antenna 40, and transmits it to the control device 20 of the onboard control system of the train 10.
  • Fig. 3 illustrates the working area of the transponder, and as shown in Fig. 3, each area extends in the track direction.
  • 210 is the capture area of the transponder 20.
  • the car-mounted transponder transmission unit BTM antenna When the car-mounted transponder transmission unit BTM antenna is located in this area, it can receive the signal carrying the pre-stored information output by the transponder 20.
  • pre-stored information includes line basic parameters, line speed information, temporary speed limit information, station access information, switch information, and other information.
  • the BTM antenna When the BTM antenna is located in the 220 area, it may receive the signal from the transponder 20 carrying the pre-stored information.
  • the transponder 20 cannot be received.
  • the output signal carrying the pre-stored information.
  • the transponders installed on the track line function to: Initialize the train position when the train enters the track equipped with the transponder; When the train is in orbit, the ATP (Auto Train Protection) onboard computer unit After restarting, re-initialize the train position; reduce the uncertainty of the train safety positioning in a predefined area or point; maintain the uncertainty of the train safety positioning below the predetermined value; meet the required station parking accuracy and the like.
  • ATP Auto Train Protection
  • the energy of the power carrier frequency signal received by the transponder is from small to large and then from large to small.
  • FIG. 4 is a flow chart of a transponder detection method in accordance with an embodiment of the present invention.
  • the transponder detection method shown in Figure 4 can be performed by the transponder detection system.
  • the generating device of the transponder detection system generates a power carrier frequency signal based on a reference correspondence between the power carrier level change rate and the train speed.
  • the reference correspondence means that the power carrier level is increased at a first rate of change during a certain time period, thereby generating a varying power carrier frequency signal to simulate the distance of the train distance transponder from far and near The scene when the transponder works.
  • the reference correspondence means that the power carrier level maintains a rate of change of zero during a certain time period, thereby generating a constant power carrier frequency signal to simulate the response of the train when the transponder captures the area The scene in which the device works.
  • the reference correspondence means that the power carrier level is reduced by a second rate of change during a certain time period, thereby generating a varying power carrier frequency signal to simulate the train distance transponder from near to The scene where the transponder works at a distance.
  • the train speed determines the first rate of change and the second rate of change. The faster the train speed, the greater the absolute value of the rate of change.
  • a power carrier frequency signal is output to the transponder.
  • the transmitting device of the transponder detection system outputs a power carrier frequency signal to the transponder.
  • the power carrier frequency signal transfers energy to the transponder by means of spatial electromagnetic induction.
  • the transponder After receiving the power carrier frequency signal, the transponder will respond to the power carrier frequency signal and transmit the stored information to the receiving device of the transponder detection system by electromagnetic induction in a specific modulation mode.
  • the information carried by the receiving transponder according to the power carrier frequency signal carrying the pre-stored information is carried. Frequency signal.
  • the receiving device of the transponder detecting system receives the information carrier frequency signal carrying the pre-stored information output by the transponder according to the power carrier frequency signal.
  • the information carrier frequency signal is processed to obtain the detection result of the transponder.
  • the processing device of the transponder detection system processes the information carrier frequency signal.
  • Processing the information carrier frequency signal may include recording the time when the power carrier frequency signal is sent, the information carrier frequency signal generation time of the transponder, storing the information carrier frequency signal of the transponder, or displaying the information carrier frequency signal, etc.;
  • the information carrier frequency signal is analyzed, for example, by frequency monitoring, power monitoring and error monitoring, comparing the information carrier frequency signal of the received transponder with the standard information carrier frequency signal, including comparing the signal size difference, the response duration, and the The bit error rate of information demodulated in the information carrier frequency signal.
  • the standard information carrier frequency signal can be pre-stored in the local memory of the processing device or provided by other devices.
  • the standard information carrier frequency signal can be obtained by the response of a standard transponder, can also be obtained according to predetermined specifications, or can be obtained by theoretical calculation.
  • the detection result of the transponder can be provided in the form of file recording, image presentation, and the like. Further, by detecting the result, it can be known whether the difference between the tested transponder and the standard transponder satisfies a predetermined specification, or satisfies theoretical calculation speculation, and provides more experimental basis for theoretical calculation.
  • a power carrier frequency signal simulating different speed scenes of the train is generated, and the signal is output to the transponder, the response of the transponder is received, the response is processed to obtain the detection result of the transponder, and the detection of the transponder is realized. And the cost of testing is lower.
  • Figure 5 is a diagram showing an example of a reference correspondence relationship between a power carrier level change rate and a train speed in 310 of Figure 4 according to an embodiment of the present invention.
  • the embodiment of the present invention simulates the whole process of the train distance transponder from far to near and from near to far.
  • the reference correspondence mentioned in 310 refers to the first change of the power carrier level during the first time period.
  • the rate is increased, the rate of change is maintained to be zero during the second time period, and decreased by the second rate of change during the third time period.
  • the train speed determines the first rate of change and the second rate of change. The faster the train speed, the greater the absolute value of the rate of change.
  • the power carrier level change curve has a rising edge, a plateau period, and a falling edge in sequence. These curves can be calculated from the spatial attenuation formula of the electric wave.
  • Curve 410 shows that the power carrier level increases at a first rate of change 13.1 during a first time period T1, the simulated train drives through the transponder at a speed of 440 Km/h; and the rate of change remains zero during a second time period T2; The second rate of change decreases during the third time period T3.
  • the first rate of change may have the same absolute value as the second rate of change, indicating that the train passes at a constant speed.
  • Curve 420 shows that the power carrier level increases at a first rate of change 7.09 during the first time period T1, the simulated train drives the transponder at a speed of 220 Km/h; the rate of change remains zero during the second time period T2; The period of time T3 decreases with a second rate of change.
  • the first rate of change may have the same absolute value as the second rate of change, indicating that the train passes at a constant rate.
  • Curve 430 shows that the power carrier level increases at a first rate of change of 1.07 during a first time period T1, the analog train drives over the transponder at a speed of 110 Km/h; during the second time period T2, the rate of change remains zero; The period of time T3 decreases with a second rate of change.
  • the first rate of change may have the same absolute value as the second rate of change, indicating that the train passes at a constant rate.
  • the working scene of the transponder at different speeds of the train can be flexibly simulated, and the detection of the transponder is realized.
  • Fig. 6 illustrates the test scenario of the above embodiment.
  • the above embodiment arranges the reference point of the transponder 510 reference point and the transponder detection system's transmitting device or receiving device 520 through the test coordinates shown in FIG. Among them, the distance units of X, Y and ⁇ are in centimeters.
  • the short side of the transponder 510 is the X axis, which is consistent with the direction of the simulated train track.
  • the long side of the transponder 510 is placed along the ⁇ axis, perpendicular to the direction of the simulated train track.
  • the x-axis of the transponder 510 is a spatially perpendicular distance from the receiving device or transmitting device 520 in the transponder detection system.
  • the zero point of the three axes is the electric center 530.
  • the relative positions of the output power carrier signal and the received information carrier frequency signal can be adjusted as needed.
  • FIG. 7 illustrates a transponder detection system 600 in accordance with an embodiment of the present invention.
  • the transponder detection system 600 of FIG. 7 includes a generating device 610, a transmitting device 620, a receiving device 630, and a processing device 640.
  • the generating device 610 generates a power carrier frequency signal based on a reference correspondence relationship between the power carrier level change rate and the train speed, and then transmits the signal to the transmitting device 620.
  • the reference correspondence means that the power carrier level is increased at a first rate of change during a certain time period, thereby generating a varying power carrier frequency signal to simulate the distance of the train distance transponder from far and near The scene when the transponder works.
  • the reference correspondence means that the power carrier level maintains a rate of change of zero during a certain period of time, thereby generating a constant power carrier frequency signal to simulate the train responding The scene in which the transponder works when the area is captured.
  • the reference correspondence means that the power carrier level is reduced by a second rate of change during a certain time period, thereby generating a varying power carrier frequency signal to simulate the train distance transponder from near to The scene where the transponder works at a distance.
  • the train speed determines the first rate of change and the second rate of change. The faster the train speed, the greater the absolute value of the rate of change.
  • the whole process of the train distance transponder from far to near and from near to far is simulated.
  • the reference correspondence refers to the power carrier level during the first time period.
  • the first rate of change is increased, the rate of change is maintained to be zero during the second period of time, and the second rate of change is decreased during the third period of time, thereby generating a power carrier frequency signal.
  • Generating device 610 can be implemented in electronic hardware, computer software, or a combination of both.
  • the generation device 610 can usually use a digitally controlled attenuator or a voltage-controlled gain amplifier to control the level change of the output, and flexibly simulates the change of the power carrier frequency signal when the train passes through the transponder at different speeds.
  • Transmitting device 620 outputs a power carrier frequency signal to the transponder.
  • the transmitting device 620 outputs a power carrier frequency signal through the antenna.
  • the BTM transmitting device 725 implements a generating device 610 and a transmitting device 620.
  • the BTM module in the BTM transmitting device 725 generates a power carrier frequency signal in accordance with instructions from the central processing device 721.
  • the BTM transmitting device 725 can output a varying power carrier signal to the BTM antenna 728 via a digitally controlled attenuator 726 or a gain amplifier.
  • the power adjustment device 727 can adjust, turn on or off the numerical control attenuator 726 or the gain amplifier through a program.
  • the power carrier frequency signal transfers energy to the transponder by means of spatial electromagnetic induction.
  • the transponder responds to the power carrier frequency signal and transmits the stored information in a specific modulation mode by electromagnetic induction.
  • the receiving device 630 receives the information carrier frequency signal including the pre-stored information output by the transponder based on the power carrier frequency signal.
  • the receiving device 630 receives the information carrier frequency signal through the antenna and transmits it to the device 640.
  • the transmitting device 620 and the receiving device 630 can share a pair of antennas.
  • the antenna may be included in the transmitting device 620 and the receiving device 630, or may be independent of the transmitting device 620 and the receiving device 630.
  • Processing device 640 processes the information carrier frequency signal to obtain the transponder detection results.
  • the processing device 640 can record the time when the power carrier frequency signal is sent, and the information carrier frequency of the transponder. The time when the number is generated, the information carrier frequency signal of the transponder is stored, or the information carrier frequency signal is displayed. The processing device 640 can also analyze the information carrier frequency signal of the transponder, for example, by spectrum monitoring, power monitoring and error monitoring, comparing the information carrier frequency signal of the received transponder with the standard information carrier frequency signal, including comparing the two. Signal size difference, response time length, bit error rate of information demodulated from the information carrier frequency signal, and the like.
  • the standard information carrier frequency signal may be pre-stored in the local memory of the processing device 640 or may be provided by other devices.
  • the standard information carrier frequency signal can be obtained by the response of a standard transponder, can also be obtained according to predetermined specifications, or can be obtained by theoretical calculation.
  • the processing device 640 can provide the detection result of the answering device in the form of file recording, image presentation, and the like. Further, through the test results, it can be known whether the difference between the tested transponder and the standard transponder satisfies the predetermined specification, whether the theoretical calculation speculation is satisfied, and provides more experimental basis for the theoretical calculation.
  • the processing device 640 can be implemented by the central processing device 721, the power monitoring device 722, the error monitoring device 723, and the spectrum monitoring device 724 of FIG.
  • the central processing device 721 is used to control other devices as a whole, such as power monitoring device 722, error monitoring device 723, spectrum monitoring device 724, BTM transmitting device 725, digitally controlled attenuator 726, power conditioning device 727, BTM antenna 728, and receiving. Device 729.
  • central processing unit 721 sends control signals or data to these devices and receives signals or data collected or processed by these devices to provide transponder test results.
  • a power carrier frequency signal simulating different speed scenes of the train is generated, and the signal is output to the transponder, the response of the transponder is received, the response is processed, the detection result of the transponder is obtained, and the transponder is realized.
  • Detection, and the transponder detection system sets up the order, which is low in cost.
  • the example can also be used to detect smart cards such as in the Electronic Toll Collection (ETC).
  • ETC Electronic Toll Collection
  • RAM random access memory
  • ROM read only memory
  • electrically programmable ROM electrically erasable programmable ROM
  • registers hard disk, removable disk, CD-ROM, or technical field. Any other form of storage medium known.
  • the invention is not limited to this.
  • Various equivalent modifications and alterations to the embodiments of the present invention can be made by those skilled in the art without departing from the spirit and scope of the invention.

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  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明实施例提供了应答器检测方法和应答器检测系统。该应答器检测方法包括：根据功率载波电平变化率与列车速度的参考对应关系生成功率载频信号；向应答器输出功率载频信号；接收应答器根据功率载频信号输出的携带预存信息的信息载频信号；处理信息载频信号，以获得应答器的检测结果。相应地，本发明实施例还提供了使用该应答器检测方法的应答器检测系统。通过上述的方案，模拟列车不同时速场景的功率载频信号，并向应答器输出该信号，接收应答器的响应，处理该响应以获得应答器的检测结果，实现了对应答器的检测，并且检测的成本较低。

Description

应答器检测方法和应答器检测系统 技术领域
本发明涉及无线技术领域， 并且特别地涉及应答器检测方法及应答器检 测系统。 背景技术
应答器是一种基于电磁耦合原理而构成的高速点式数据传输设备， 用于 在特定地点实现车-地间的数据交换， 是给车辆运行提供位置感知和速度限 制等参数的列控系统关键模块之一。 以用于铁路系统的应答器为例， 安装于 两根钢轨中心枕木上的应答器平时处于休眠状态。 车载应答器传输模块
( Balise Transmission Module; BTM )产生连续波， 通过安装于机车底部的 天线发射出去。应答器仅在列车通过并接收到车载应答器传输模块发送的连 续波时被激活， 同时向车载应答器传输模块发送调制的数据编码信号。
列车最高时速的不断刷新， 对应答器的性能要求也越来越高， 市场不断 出现能够与最高时速的列车点式通信的应答器。 应答器进入实际应用前， 需 要在实验室进行反复的性能动态检测。
如果通过机械模拟列车不同时速下通过应答器的场景， 由此检测应答器 性能， 成本非常高， 而且不太现实。 发明内容
本发明实施例提供了一种应答器检测方法和应答器检测系统， 能够以较 低成本检测应答器。
一方面， 提供了一种应答器检测方法， 包括： 根据功率载波电平变化率 与列车速度的参考对应关系生成功率载频信号； 向应答器输出功率载频信 号； 接收应答器根据功率载频信号输出的携带预存信息的信息载频信号； 处 理信息载频信号， 以获得应答器的检测结果。
另一方面， 提供了一种应答器检测系统， 包括： 生成设备， 用于根据功 率载波电平变化率与列车速度的参考对应关系生成功率载频信号； 发射设 备， 用于向应答器输出功率载频信号； 接收设备， 用于接收应答器根据功率 载频信号输出的携带预存信息的信息载频信号； 处理设备， 用于处理信息载 频信号， 以获得应答器的检测结果。
通过上述的方案模拟列车不同时速场景的功率载频信号， 并向应答器输 出该信号， 接收应答器的响应， 处理该响应并提供应答器检测结果， 实现了 对应答器的检测， 并且检测的成本较低。 附图说明
为了更清楚地说明本发明实施例的技术方案， 下面将对本发明实施例中 所需要使用的附图作筒单地介绍， 显而易见地， 下面所描述的附图仅仅是本 发明的一些实施例， 对于本领域普通技术人员来讲， 在不付出创造性劳动的 前提下， 还可以根据这些附图获得其他的附图。
图 1是应答器检测组网的示意图；
图 2是应答器的工作原理的示意图；
图 3是应答器的工作区域的示意图；
图 4是根据本发明实施例的应答器检测方法的流程图；
图 5是根据本发明实施例的应答器接收到的载波功率电平变化率与列车 速度的对应关系的例子的示意图；
图 6是根据本发明实施例的测试场景的示意图；
图 7是根据本发明实施例的应答器检测系统的框图。 具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行 清楚、 完整地描述， 显然， 所描述的实施例是本发明的一部分实施例， 而不 是全部实施例。 基于本发明中的实施例， 本领域普通技术人员在没有做出创 造性劳动的前提下所获得的所有其他实施例， 都应属于本发明保护的范围。
本发明实施例可应用于检测为车辆运行提供位置感知和速度限制等参 数的应答器或其他类型的应答器。
图 1是应答器检测组网的示意图。 图 1中的组网环境包括被测的应答器 710和检测应答器 710的应答器检测系统 720。
应答器检测系统 720包括中央处理设备 721、 功率监控设备 722、 误码 监控设备 723、 频语监控设备 724、 BTM发射设备 725、 数控衰减器 726、 功率调节设备 727、 BTM天线 728和接收设备 729。 BTM天线 728向应答器 710发送激活信号 730,并接收应答器 710根据 激活信号 730生成的响应信号 740。
中央处理设备 721、 功率监控设备 722、误码监控设备 723、 频语监控设 备 724、 BTM发射设备 725、 数控衰减器 726、 功率调节设备 727用于生成 激活信号 730, 并发送到 BTM天线 728。
接收设备 729、 中央处理设备 721、 功率监控设备 722、 误码监控设备 723、频语监控设备 724用于对 BTM天线 728接收的响应信号 740进行处理。
图 2例示了应答器的工作原理。
应答器可以分为固定信息应答器 50和可变信息应答器 60两类。 固定信 息应答器 50和可变信息应答器 60 内部的寄存器按协议规定存储所需的信 息。
如图 2所示， 可变信息应答器 60通过地面电子单元 70与信号处理设备 80相连。 地面电子单元 70根据来自于列控系统的实时输入信息， 选择预先 存储于其中的特定信息， 传送给可变信息应答器 60。 当列车驶入安装应答器 的区域时， 如图 2中的箭头 110所示， 列车 10的车载应答器传输单元 BTM 20通过车载天线 40首先以一定频率的载波信号 （即功率载频信号）通过电 磁感应的方法将能量传递给固定信息应答器 50或可变信息应答器 60。然后， 如图 2中的箭头 120所示， 固定信息应答器 50或可变信息应答器 60被功率 载频信号激活， 将能量转换为工作电源， 启动电子电路工作， 并将所存储的 信息以特定调制方式通过电磁感应的方式（信息载频信号）发射出来。 车载 应答器传输单元 BTM 30通过车载天线 40接收从固定信息应答器 50或可变 信息应答器 60发射出来的信息载频信号， 经解码后传递给列车 10的车载列 控系统的控制设备 20。
图 3例示了应答器的工作区域， 如图 3所示， 各区域沿轨道方向延伸。 210是应答器 20的捕获区域。 当车载应答器传输单元 BTM天线位于此区域 时可以接收应答器 20输出的携带预存信息的信号。 举例来说， 预存信息包 括线路基本参数、 线路速度信息、 临时限速信息、 车站进路信息、 道岔信息 和其他信息等。
车载应答器传输单元 BTM天线位于 220区域时， 可能接收到应答器 20 输出的携带预存信息的信号。
车载应答器传输单元 BTM天线位于 230区域时， 不能接收到应答器 20 输出的携带预存信息的信号。
举例来说， 安装在轨道线路上的应答器的作用有： 当列车进入到装备应 答器的轨道时， 初始化列车位置； 列车位于轨道时， 在 ATP ( Auto Train Protection, 自动列车保护）车载计算机单元重新启动后， 重新初始化列车位 置； 在预先定义的区域或点上减少列车安全定位的不确定性； 将列车安全定 位的不确定性维持在预定值之下； 满足要求的站内停车精度等。
在列车由远及近、 又由近到远的过程中， 应答器接收到的功率载频信号 的能量由小到大再由大到小。
图 4是根据本发明实施例的应答器检测方法的流程图。 图 4所示的应答 器检测方法可以由应答器检测系统执行。
如图 4所示，
在 310中，应答器检测系统的生成设备根据功率载波电平变化率与列车 速度的参考对应关系生成功率载频信号。
根据本发明的一个实施例， 该参考对应关系是指功率载波电平在特定时 段期间以第一变化率增大， 由此生成变化的功率载频信号， 以模拟列车距离 应答器由远及近时应答器工作的场景。
根据本发明的另一实施例， 该参考对应关系是指功率载波电平在特定时 段期间保持变化率为零， 由此生成不变的功率载频信号， 以模拟列车在应答 器捕获区域时应答器工作的场景。
根据本发明的又一实施例， 该参考对应关系是指功率载波电平在特定时 段期间以第二变化率减小， 由此生成变化的功率载频信号， 以模拟列车距离 应答器由近到远时应答器工作的场景。
其中列车速度决定第一变化率和第二变化率。 列车速度越快， 变化率的 绝对值越大。
在 320中， 向应答器输出功率载频信号。
应答器检测系统的发射设备向应答器输出功率载频信号。 功率载频信号 通过空间电磁感应的方式将能量传递给应答器。
而应答器接收到该功率载频信号后， 将会响应该功率载频信号， 将所存 储的信息以特定调制方式通过电磁感应的方式发射给应答器检测系统的接 收设备。
在 330中，接收应答器根据功率载频信号输出的携带预存信息的信息载 频信号。
应答器检测系统的接收设备接收应答器根据功率载频信号输出的携带 预存信息的信息载频信号。
在 340中， 处理信息载频信号， 以获得应答器的检测结果。
应答器检测系统的处理设备处理信息载频信号。处理信息载频信号可以 包括记录功率载频信号发出的时间、 应答器的信息载频信号发生时间、 存储 应答器的信息载频信号、 或者显示该信息载频信号等； 还可以对应答器的信 息载频信号进行分析， 例如通过频语监控、 功率监控和误码监控， 将接收的 应答器的信息载频信号与标准信息载频信号比较， 包括比较两者信号大小差 异、 响应时长、 从信息载频信号中解调出的信息的误码率等。 标准信息载频 信号可以预先存储在处理设备的本地存储器中， 也可以由其他设备提供。
标准信息载频信号可通过标准应答器的响应获得，也可以根据预定规范 获得， 或者可以通过理论计算获得。
通过上述处理， 可以以文件记录、 图像呈现等方式提供应答器的检测结 果。 进一步的， 通过检测结果， 可以得知被测的应答器与标准应答器的差异 是否满足预定规范， 或者满足理论计算推测， 为理论计算提供更多的实验基 础。
通过本发明实施例， 生成模拟列车不同时速场景的功率载频信号， 并向 应答器输出该信号， 接收应答器的响应， 处理该响应以获得应答器的检测结 果， 实现了对应答器的检测， 并且检测的成本较低。
图 5是图 4的 310中，根据本发明实施例的功率载波电平变化率与列车 速度的参考对应关系的例子的示意图。
本发明实施例模拟了列车距离应答器由远及近、 又由近到远的整个过 程， 此时， 310中提到的参考对应关系是指功率载波电平在第一时段期间以 第一变化率增大， 在第二时段期间保持变化率为零， 在第三时段期间以第二 变化率减小。 其中列车速度决定第一变化率和第二变化率。 列车速度越快， 变化率的绝对值越大。
如图 5所示， 在单位时间内， 功率载波电平变化曲线依次具有上升沿、 平台期、 下降沿。 可根据电波的空间衰减公式计算得到这些曲线。
曲线 410示出功率载波电平在第一时段 T1期间以第一变化率 13.1增大， 模拟列车以时速 440Km/h驶过应答器；在第二时段 T2期间保持变化率为零； 在第三时段 T3期间以第二变化率减小。 第一变化率可以与第二变化率具有 相同的绝对值， 表示列车匀速通过。
曲线 420示出功率载波电平在第一时段 T1期间以第一变化率 7.09增大， 模拟列车以时速 220Km/h驶过应答器；在第二时段 T2期间保持变化率为零； 在第三时段 T3期间以第二变化率减小。 第一变化率可以与第二变化率具有 相同的绝对值， 表示列车匀速通过。
曲线 430示出功率载波电平在第一时段 T1期间以第一变化率 1.07增大， 模拟列车以时速 110Km/h驶过应答器；在第二时段 T2期间保持变化率为零； 在第三时段 T3期间以第二变化率减小。 第一变化率可以与第二变化率具有 相同的绝对值， 表示列车匀速通过。
通过上述实施例， 可以灵活模拟列车不同时速下经过应答器的工作场 景， 实现了对应答器的检测。
图 6例示了上述实施例的测试场景。
上述实施例通过图 6所示的测试坐标安排应答器 510参考点和应答器检 测系统的发射设备或接收设备 520的参考点。 其中， X、 Y、 Ζ距离单位为 厘米。 应答器 510短边为 X轴， 与模拟列车轨道方向一致。 应答器 510长边 沿 Υ轴放置， 与模拟列车轨道方向垂直。 应答器 510的 Ζ轴为与应答器检 测系统中的接收设备或发射设备 520的空间垂直距离。三轴的零点为电中心 530。
根据本发明的实施例，输出功率载频信号和接收信息载频信号的相对位 置可以根据需要进行调整。
图 7例示了根据本发明实施例的应答器检测系统 600。
图 7的应答器检测系统 600包括生成设备 610、 发射设备 620、 接收设 备 630和处理设备 640。
生成设备 610根据功率载波电平变化率与列车速度的参考对应关系生成 功率载频信号， 然后， 发送到发射设备 620。
根据本发明的一个实施例， 该参考对应关系是指功率载波电平在特定时 段期间以第一变化率增大， 由此生成变化的功率载频信号， 以模拟列车距离 应答器由远及近时应答器工作的场景。
根据本发明的另一实施例， 该参考对应关系是指功率载波电平在特定时 段期间保持变化率为零， 由此生成不变的功率载频信号， 以模拟列车在应答 器捕获区域时应答器工作的场景。
根据本发明的又一实施例， 该参考对应关系是指功率载波电平在特定时 段期间以第二变化率减小， 由此生成变化的功率载频信号， 以模拟列车距离 应答器由近到远时应答器工作的场景。
其中列车速度决定第一变化率和第二变化率。 列车速度越快， 变化率的 绝对值越大。
参考图 5 ,根据本发明的再一实施例，模拟了列车距离应答器由远及近、 又由近到远的整个过程， 此时该参考对应关系是指功率载波电平在第一时段 期间以第一变化率增大， 在第二时段期间保持变化率为零， 在第三时段期间 以第二变化率减小， 由此生成功率载频信号。
生成设备 610可以以电子硬件、 计算机软件或者二者的结合来实现。 生 成设备 610中通常可以采用数控衰减器或压控增益放大器来控制电平的输出 变化， 灵活模拟了列车不同时速下经过应答器时的功率载频信号变化。
发射设备 620向应答器输出功率载频信号。发射设备 620通过天线输出 功率载频信号。
参考图 1 , 提供了一种应答器检测系统的实现方式。 BTM发射设备 725 实现生成设备 610和发射设备 620。该 BTM发射设备 725中的 BTM模块根 据中央处理设备 721 的指令生成功率载频信号。 作为一种选择， BTM发射 设备 725可以通过数控衰减器 726或增益放大器向 BTM天线 728输出变化 的功率载频信号。 其中， 功率调节设备 727可以通过程序调节、 开启或关闭 数控衰减器 726或增益放大器。
功率载频信号通过空间电磁感应的方式将能量传递给应答器。应答器响 应该功率载频信号，将所存储的信息以特定调制方式通过电磁感应的方式发 射出来。
接收设备 630接收应答器根据功率载频信号输出的包括预存信息的信息 载频信号。
接收设备 630通过天线接收该信息载频信号并发送到设备 640。 发射设 备 620和接收设备 630可以共用一副天线。天线可以包括在发射设备 620和 接收设备 630中， 也可以独立于发射设备 620和接收设备 630之外。
处理设备 640处理信息载频信号， 以获得应答器的检测结果。
处理设备 640可以记录功率载频信号发出的时间、应答器的信息载频信 号发生时间， 存储应答器的信息载频信号， 或者显示该信息载频信号等。 处理设备 640还可以对应答器的信息载频信号进行分析， 例如通过频谱 监控、 功率监控和误码监控， 将接收的应答器的信息载频信号与标准信息载 频信号比较， 包括比较两者信号大小差异、 响应时长、 从信息载频信号中解 调出的信息的误码率等。标准信息载频信号可以预先存储在处理设备 640的 本地存储器中， 也可以由其他设备提供。
标准信息载频信号可通过标准应答器的响应获得，也可以根据预定规范 获得， 或者可以通过理论计算获得。
通过上述处理， 处理设备 640可以以文件记录、 图像呈现等方式提供应 答器的检测结果。 进一步通过检测结果， 可以得知被测的应答器与标准应答 器的差异是否满足预定规范， 是否满足理论计算推测， 为理论计算提供更多 的实验基础。
作为一种示例性的实现方式， 处理设备 640可以通过图 1中的中央处理 设备 721、 功率监控设备 722、 误码监控设备 723和频谱监控设备 724实现。
中央处理设备 721用于从整体上控制其他设备，诸如功率监控设备 722、 误码监控设备 723、频谱监控设备 724、 BTM发射设备 725、数控衰减器 726、 功率调节设备 727、 BTM天线 728和接收设备 729。 例如中央处理设备 721 向这些设备发送控制信号或数据， 并接收这些设备采集或处理的信号或数 据， 以提供应答器的测试结果。
通过本发明实施例， 生成模拟列车不同时速场景的功率载频信号， 并向 应答器输出该信号， 接收应答器的响应， 处理该响应， 以获得应答器的检测 结果， 实现了对应答器的检测， 并且应答器检测系统组建筒单， 成本低。 例还可以用来检测诸如电子不停车收费系统（ Electronic Toll Collection, ETC ) 中的智能卡。
本领域普通技术人员可以意识到， 结合本文中所公开的实施例中描述的 各方法步骤和单元， 能够以电子硬件、 计算机软件或者二者的结合来实现， 为了清楚地说明硬件和软件的可互换性，在上述说明中已经按照功能一般性 地描述了各实施例的步骤及组成。 这些功能究竟以硬件还是软件方式来执 行， 取决于技术方案的特定应用和设计约束条件。 本领域普通技术人员可以 对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应 认为超出本发明的范围。
结合本文中所公开的实施例描述的方法或步骤可以用硬件、处理器执行 的软件程序，或者二者的结合来实施。软件程序可以置于随机存储器（ RAM )、 内存、 只读存储器（ROM )、 电可编程 ROM、 电可擦除可编程 ROM、 寄存 器、 硬盘、 可移动磁盘、 CD-ROM, 或技术领域内所公知的任意其它形式的 存储介质中。 但本发明并不限于此。 在不脱离本发明的精神和实质的前提下， 本领域普通 技术人员可以对本发明的实施例进行各种等效的修改或替换， 而这些修改或 替换都应在本发明的涵盖范围内。

Claims

权利要求
1. 一种应答器检测方法， 其特征在于， 包括：
根据功率载波电平变化率与列车速度的参考对应关系生成功率载频信 号；
向应答器输出所述功率载频信号；
接收所述应答器根据所述功率载频信号输出的携带预存信息的信息载 频信号；
处理所述信息载频信号， 以获得所述应答器的检测结果。
2. 根据权利要求 1所述的应答器检测方法， 其特征在于， 所述功率载 频信号的功率载波电平在第一时段期间以第一变化率增长，在第二时段期间 保持变化率为零， 在第三时段期间以第二变化率减少。
3. 根据权利要求 2所述的应答器检测方法， 其特征在于， 所述第一变 化率和所述第二变化率的绝对值相同。
4. 一种应答器检测系统， 其特征在于， 包括：
生成设备， 用于根据功率载波电平变化率与列车速度的参考对应关系生 成功率载频信号；
发射设备， 用于向应答器输出所述功率载频信号；
接收设备， 用于接收所述应答器根据所述功率载频信号输出的携带预存 信息的信息载频信号；
处理设备，用于处理所述信息载频信号，以获得所述应答器的检测结果。
5. 根据权利要求 4所述的应答器检测系统， 其特征在于， 所述功率载 频信号的功率载波电平在第一时段期间以第一变化率增长，在第二时段期间 保持变化率为零， 在第三时段期间以第二变化率减少。
6. 根据权利要求 5所述的应答器检测系统， 其特征在于， 所述第一变 化率与所述第二变化率的绝对值相同。
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