GLOBAL TRAIN-LOCALIZATION SYSTEM

Abstract

The present disclosure relates to a global train-localization system. The system may autonomously send a precise location of a train to effectively cope with train location recognition in a case of various faults or degradations. The localization system includes: a backup localization unit installed on the train and configured to read beacon location information on a track; and a global train-localization system (GTS) server configured to receive, store and convert train localization information sent by the backup localization unit and to perform output and display. Compared to the prior art, the present disclosure has the advantages of effectively coping with system degradation, namely, tracking the location of the train in real time even in a case of complete fault of a signal system, etc.

Claims

1. A global train-localization system, the system being capable of autonomously sending a precise location of a train to effectively cope with train location recognition in a case of various faults or degradations, the localization system comprising: a backup localization unit installed on the train and configured to read beacon location information on a track; and a global train-localization system (GTS) server configured to receive, store and convert train localization information sent by the backup localization unit and to perform output and display.

2. The global train-localization system according to claim 1, wherein the backup localization unit is a set of localization processing system independent of a carborne system, comprises an independent power supply and an independent ring network, and is connected to the GTS server by means of a redundant wireless network.

3. The global train-localization system according to claim 1, wherein the backup localization unit is connected to a beacon antenna to upload the read beacon location information to the GTS server via a train-ground wireless link.

4. The global train-localization system according to claim 3, wherein the uploaded information comprises a train number, a beacon number, and a line number.

5. The global train-localization system according to claim 1, wherein the localization system may achieve single-line-level train location tracking and line-network-level train location tracking.

6. The global train-localization system according to claim 5, wherein the single-line-level train location tracking is specifically achieved as follows: all trains on a single line are equipped with backup localization units to achieve location tracking of all the trains; and meanwhile a control center is configured with a set of GTS server to receive localization information of the trains and perform real-time display on a display terminal.

7. The global train-localization system according to claim 6, wherein all the trains comprise electric passenger trains, engineering trains, or special trains.

8. The global train-localization system according to claim 5, wherein the line-network-level train location tracking is specifically achieved as follows: line configuration is set in a unified way at a line network level to achieve the line-network-level train location tracking.

9. The global train-localization system according to claim 8, wherein the setting specifically comprises: setting beacon identities (IDs) of beacons in a unified way according to the number of beacons on different lines; setting a unified interface protocol; dividing, by the backup localization unit, different network segments according to the lines, and setting a network address in a unified way; and cascading single-line-level GTS servers to achieve line-network-level train localization and real-time tracking.

10. The global train-localization system according to claim 9, wherein the setting a unified interface protocol comprises: setting a protocol between the backup localization unit and a beacon antenna; setting a protocol between the backup localization unit and the GTS server; and setting a protocol between a beacon message and a code.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0035] FIG. 1 is a schematic structural diagram of the present disclosure;

[0036] FIG. 2 is a schematic diagram of single-line-level global train-localization system (GTS) configuration;

[0037] FIG. 3 is a schematic diagram of line-network-level GTS configuration; and

[0038] FIG. 4 is a schematic diagram of a specific example of the present disclosure.

DETAILED DESCRIPTION OF THE EMBODIMENTS

[0039] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present disclosure. Apparently, the described embodiments are part rather than all of the embodiments of the present disclosure. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present disclosure without creative efforts should fall within the scope of protection of the present disclosure.

[0040] A global train-localization system (GTS) in the present disclosure is configured for line-network-level train localization and tracking. A train equipped with the GTS may autonomously send a precise location of a train to effectively cope with train location recognition in a case of various faults or degradations.

[0041] As shown in FIG. 1, the global train-localization system mainly includes the following equipment:

[0042] 1) a backup localization unit (BLU) that is installed on the train, is a set of localization processing system independent of a carborne system, is connected to a beacon antenna, and is configured to read beacon location information on a track and to upload the information to the ground via a train-ground wireless link, where the uploaded information includes a train number, a beacon number, and a line number; and

[0043] 2) a global train-localization system (GTS) server configured to receive, store and convert train localization information sent by the BLU and to perform output and display.

[0044] The GTS may achieve single-line-level train location tracking and line-network-level train location tracking.

[0045] 1) As shown in FIG. 2, a single line level is specifically as follows:

[0046] all trains on a single line are equipped with GTSs to achieve location tracking of all the trains (including electrical passenger trains, engineering trains, or other special trains); and

[0047] a control center is configured with a set of GTS server to receive localization information of the trains and perform real-time display on a GTS display terminal.

[0048] 2) As shown in FIG. 3, a line network level is specifically as follows: Line configuration is planned in a unified way at the line network level to achieve line-network-level train location tracking. The planning includes the following aspects:

[0049] planning identities (IDs) of beacons in a unified way according to the number of beacons on different lines;

[0050] unifying interface protocols including a protocol between the BLU and the beacon antenna, a protocol between the BLU and the GTS server, and a protocol between a beacon message and a code;

[0051] dividing, by the BLU of the train, different network segments according to the lines, and planning a network address in a unified way; and

[0052] cascading single-line-level GTS servers to achieve line-network-level train localization and real-time tracking.

[0053] This example is one of application scenarios of the GTS. This scenario is an example where a train A is manually driven, degraded and unserviceable and an axle counter section has a fault.

[0054] 1) During the manual driving of the train, since the GTS is independent of the carborne system and obtains the location of the train via the beacon, the train sends the localization information in real time under normal circumstances, and the train is between a beacon 1 and a beacon 2.

[0055] 2) After the train crosses the beacon 2, the system recognizes that the train is between the beacon 1 and a beacon 3, and the axle counter section in the front is occupied due to the fault.

[0056] 3) After the train enters the faulty axle counter section, the system may recognize that the train is between the beacon 3 and a beacon 4; and in the absence of the GTS, a signal system cannot recognize the specific location of the train, or even whether the train is in the faulty section.

[0057] 4) The train continues to operate in the faulty section. After the train crosses a beacon 5, the system may recognize that the train is between the beacon 4 and the beacon 5.

[0058] The above is only the specific implementation of the present disclosure, but the scope of protection of the present disclosure is not limited thereto. Any of those skilled in the art may easily think of various equivalent modifications or substitutions within the technical scope of the present disclosure, and these modifications or substitutions should be included in the scope of protection of the present disclosure. Therefore, the scope of protection of the present disclosure should be subject to the appended claims.