CN113525455A

CN113525455A - Train-following inspection communication system and method and train dynamic condition index estimation method

Info

Publication number: CN113525455A
Application number: CN202110828372.3A
Authority: CN
Inventors: 易明中; 贾志凯; 王辉; 孙鹏; 白丽; 陈彦; 龚利; 喻冰春; 张莉艳; 詹珂昕
Original assignee: China Academy of Railway Sciences Corp Ltd CARS; Institute of Computing Technologies of CARS; Beijing Jingwei Information Technology Co Ltd
Current assignee: China Academy of Railway Sciences Corp Ltd CARS; Institute of Computing Technologies of CARS; Beijing Jingwei Information Technology Co Ltd
Priority date: 2021-07-22
Filing date: 2021-07-22
Publication date: 2021-10-22
Anticipated expiration: 2041-07-22
Also published as: CN113525455B

Abstract

The invention provides a communication system and a communication method for polling along with a train and a train dynamic condition index estimation method, wherein the system comprises a state monitor, a state detection module and a state estimation module, wherein the state monitor is used for acquiring train state monitoring data in real time; the wireless communicators are respectively arranged at the tops of the carriages and comprise transmitting ends, receiving ends and wireless CPE modules, wireless forward paths are formed among the receiving ends of the adjacent wireless communicators, and wireless reverse paths are formed among the transmitting ends; the receiving end of one of the wireless communicators is connected with the state monitor and is used for receiving the train state monitoring data in real time; each wireless forward path and each wireless reverse path are used for transmitting the train state monitoring data in real time; the mobile intelligent terminal is used for carrying out bidirectional wireless communication with a wireless CPE module in a wireless communicator of a carriage where the mobile intelligent terminal is located so as to obtain train state monitoring data in real time; wherein each wireless communicator communicates in a wireless laser communication mode or a wireless CPE communication mode. The system has high transmission rate.

Description

Train-following inspection communication system and method and train dynamic condition index estimation method

Technical Field

The invention relates to the technical field of traffic trains, in particular to a communication system and a communication method for polling along with a train and a train dynamic condition index estimation method.

Background

The rail transit technology is continuously developed, the train running speed is faster and faster, and data needing to be patrolled and examined, such as train states, fault data and the like, are more and more diverse and complex. For example, a bow net system and the like can generate a large amount of data such as pictures or videos, and the data is often used as data basis for inspection and inspection of a train by a driver on the train, so the data is collectively called as original inspection data, and therefore the original inspection data needs to be transmitted to a place where the driver can see in time.

Communication principle when patrolling and examining to the vehicle among the prior art: in general, a train-ground transmission system is used to transmit various data from inside a train to a dispatcher/3C control room on the ground, and after the various data are stored and managed by the dispatcher/3C control room on the ground, part of the data may be transmitted to an on-board engineer's room and a driver's cab on the train. However, the driver must go to the driver's cabin and cab to see the partial status or fault data, images, videos, etc. of the pantograph system.

Namely, the prior art has the following disadvantages:

1. the on-board engineer on the train can not obtain the required inspection data immediately, but can only obtain the data through the complex transmission process in the forms of wire, wireless and the like, and can only obtain the data through the on-board engineer room and the driver cab;

2. data of patrolling and examining often have higher security and transmission rate requirement, and the transmission capacity that needs usually is great, but traditional WIFI transmission security is relatively poor, transmission speed is lower, and when data of patrolling and examining adopted traditional WIFI transmission, be with other business transmission demands sharing limited transmission capacity in the train, therefore can influence the transmission efficiency and the security of data are patrolled and examined on-vehicle greatly.

Disclosure of Invention

The invention provides a train-following inspection communication system and method and a train dynamic condition index estimation method, which are used for overcoming the defects that a train-following engineer in the prior art is poor in instantaneity for obtaining required data, poor in transmission safety of traditional WIFI (wireless fidelity), low in transmission rate and small in transmission capacity, and achieving the effects of transmitting and obtaining the required inspection data in real time and quickly.

The invention provides a communication system for polling along with a train, which comprises:

the state monitor is used for acquiring train state monitoring data in real time;

the wireless communicators are respectively arranged at the tops of all the carriages and comprise transmitting ends, receiving ends and wireless CPE modules, wireless forward paths are formed among the receiving ends of all the adjacent wireless communicators, and wireless reverse paths are formed among the transmitting ends; the receiving end of one of the wireless communicators is connected with the state monitor and is used for receiving the train state monitoring data in real time; each wireless forward path and each wireless reverse path are used for transmitting the train state monitoring data in real time;

the mobile intelligent terminal is used for carrying out bidirectional wireless communication with a wireless CPE module in the wireless communicator of a carriage where the mobile intelligent terminal is located so as to obtain the train state monitoring data in real time for a train-mounted engineer to carry out on-vehicle inspection;

wherein each of the wireless communicators communicates in a wireless laser communication mode or a wireless CPE communication mode.

The train-following inspection communication system provided by the invention further comprises:

and the on-board engineer room monitoring equipment and/or the cab monitoring equipment are/is connected with the wireless communicator of the carriage where the on-board engineer room monitoring equipment and/or the cab monitoring equipment are/is arranged, and are used for dividing the stored historical train state monitoring data into one path and transmitting the path to the wireless communicator.

According to the train inspection communication system provided by the invention, the train state monitoring data comprises bow net system state monitoring and fault diagnosis data,

correspondingly, the state monitor is installed at the top of a carriage of the train and used for acquiring the state monitoring and fault diagnosis data of the pantograph system in real time.

According to the communication system for patrolling with the train, provided by the invention, the movable intelligent terminal adopts one of an intelligent handheld terminal and an intelligent wearable terminal.

The invention also provides a communication method for polling along with the train, which comprises the following steps:

acquiring train state monitoring data in real time;

receiving the train state monitoring data in real time, and transmitting the train state monitoring data in two directions in real time through a wireless forward path formed among receiving ends of a plurality of wireless communicators respectively arranged at the tops of all carriages and a wireless reverse path formed among transmitting ends;

bidirectional wireless communication is carried out between the mobile intelligent terminal and a wireless CPE module in the wireless communicator of a carriage where the mobile intelligent terminal is located, and the train state monitoring data is obtained in real time so as to be used by a train-mounted engineer for train-mounted inspection;

The train patrol communication method provided by the invention further comprises the following steps:

and stored historical train state monitoring data is divided into one path to be transmitted to the wireless communicator through on-board engineer room monitoring equipment and/or driver room monitoring equipment which are connected with the wireless communicator of the carriage where the on-board engineer room monitoring equipment and/or the driver room monitoring equipment are/is located.

According to the communication method for polling along with the train, provided by the invention, the train state monitoring data comprises bow net system state monitoring and fault diagnosis data;

and the mobile intelligent terminal adopts one of an intelligent handheld terminal and an intelligent wearable terminal.

The invention also provides a train condition index estimation method based on a communication system for polling along with the train, which is applied to a scene that each wireless communicator communicates in a wireless laser communication mode, and the method comprises the following steps:

determining a target dynamic condition index;

and estimating the target dynamic condition index based on the deviation condition of the laser light spots between the wireless forward passages formed by the two receiving ends of the adjacent carriages and the wireless reverse passages formed by the two transmitting ends.

According to the train condition index estimation method based on the communication system for inspecting along with the train provided by the invention, the target condition index is one or more of carriage vibration, carriage shaking head, carriage yawing, carriage nodding, carriage floating and carriage rolling, correspondingly,

when the target dynamic condition index is vibration of a carriage, the method comprises the following steps:

determining a spacing value between the wireless forward path and the wireless reverse path;

acquiring the deviation condition of a laser spot in each direction which is vertical to a plane formed by a wireless forward path and a wireless reverse path and is positioned at the center point of the plane;

estimating carriage vibration compensation of the carriage in the direction according to the deviation condition of the laser facula and the distance value;

and/or when the target dynamic condition index is the oscillation of the carriage, the method comprises the following steps:

determining the length of a train compartment, the minimum turning radius of a train and a corresponding steering angle;

acquiring the deviation condition of a laser spot in the horizontal direction which is vertical to a plane formed by a wireless forward path and a wireless reverse path and is positioned at the center point of the plane;

judging whether the laser spot offset of the front carriage and the laser spot offset of the rear carriage are positioned on the same side of the central point of the plane or not, and if so, judging that the carriage shakes;

estimating the carriage shaking amplitude according to the deviation condition of the laser spot, the length of the carriage of the train, the minimum turning radius of the train and the corresponding steering angle;

and/or, when the target dynamic condition index is the car yaw, the method comprises the following steps:

judging whether the laser spot offset of the front carriage and the laser spot offset of the rear carriage are positioned on different sides of the central point of the plane, if so, judging that the carriage yaws;

according to the deviation condition of the laser facula;

and/or when the target dynamic condition index is a car nod, the method comprises the following steps:

determining the length of a train carriage and the relative slope angle of a front carriage and a rear carriage;

acquiring the deviation condition of a laser spot in the vertical direction of the train;

judging whether the laser spot offset of the front carriage and the laser spot offset of the rear carriage are positioned on the same side of the central point of a plane formed by the wireless forward path and the wireless reverse path, and if so, judging that the carriage is a point head;

estimating the carriage point amplitude according to the deviation condition of the laser spot, the length of the carriage of the train and the relative slope angle of the front carriage and the rear carriage;

and/or when the target dynamic condition index is that the carriage is floating, the method comprises the following steps:

judging whether the laser spot offset of the front carriage and the laser spot offset of the rear carriage are positioned on the opposite sides of the central point of a plane formed by the wireless forward path and the wireless reverse path, and if so, judging that the carriage is floated;

estimating the sinking and floating amplitude of the carriage according to the deviation condition of the laser facula;

and/or, when the target dynamic condition indicator is a car roll, the method comprises:

determining a deviation angle between a longitudinal connecting line between the wireless forward path and the wireless reverse path and the original vertical direction of the train, and determining a distance value between the wireless forward path and the wireless reverse path;

and estimating the rolling amplitude of the compartment according to the deviation angle and the distance value.

The invention also provides an electronic device, comprising a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor executes the computer program to realize the steps of the train patrol inspection communication method or the train dynamic condition index estimation method.

The invention provides a communication system and a method for polling a train and a method for estimating the dynamic index of the train, wherein the communication system for polling the train comprises a state monitor, a plurality of wireless communicators and a movable intelligent terminal, wherein the wireless communicators are respectively arranged at the tops of carriages, the wireless communicators are communicated in a wireless laser communication mode or a wireless CPE communication mode, the state monitor acquires the monitoring data of the train state in real time and transmits the train in real time through a wireless forward path formed between receiving ends and a wireless reverse path formed between transmitting ends of the wireless communicators, so that a driver of the train immediately acquires the monitoring data of the train state in real time through bidirectional wireless communication performed by the movable intelligent terminal and a wireless CPE module in the wireless communicator of the carriage, and can poll the train according to the real-time monitoring data, and the communication system has high transmission rate, The communication is instant and the transmission security is good to can carry out large capacity data communication, promoted efficiency and the quality that the vehicle-mounted was patrolled and examined greatly.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is a schematic structural diagram of a communication system for patrolling with a train according to the present invention;

FIG. 2 is a schematic diagram of a train-in-train inspection communication system according to the present invention;

FIG. 3 is a flow chart of the communication method for polling along with a train according to the present invention;

FIG. 4 is a schematic flow chart of a method for estimating a dynamic indicator of a train according to the present invention;

FIG. 5 is a diagram of laser spot deviation when the train behavior index is no vibration of the carriage;

FIG. 6 is a diagram showing the laser spot deviation when the train behavior index is the car shaking head;

FIG. 7 is a second graph of laser spot deviation when the train dynamics index is the car shaking head;

FIG. 8 is a diagram of laser spot displacement when the train dynamic index is the car yaw;

FIG. 9 is one of the laser spot deviation graphs when the train dynamic index is the car nod;

FIG. 10 is a second graph of laser spot deviation when the train dynamic index is the car end point;

FIG. 11 is a graph of laser spot deviation for a car roll as an indicator of train behavior;

fig. 12 is a schematic structural diagram of an electronic device provided in the present invention.

Reference numerals:

110: a condition monitor; 1201: a first wireless communicator; 1202: a second wireless communicator; 1203: a third wireless communicator; 130: a mobile intelligent terminal; 1210: a processor; 1220: a communication interface; 1230: a memory; 1240 communicate with the bus.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be described in detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The following describes a train inspection communication system, a train inspection communication method and a train dynamic index estimation method provided by the invention with reference to fig. 1-12.

The invention provides a communication system for inspecting the train, fig. 1 is a schematic structural diagram of the communication system for inspecting the train according to the invention, as shown in fig. 1, the system comprises a state monitor 110, a plurality of wireless communicators and a movable intelligent terminal 130, for example, 3 wireless communicators are illustrated in fig. 1, fig. 2 is a schematic structural diagram of the communication system for inspecting the train according to the invention in the train, and can be combined with fig. 2, wherein,

the state monitor 110 is used for acquiring train state monitoring data in real time;

the mobile intelligent terminal 130 is used for performing bidirectional wireless communication with a wireless CPE module in the wireless communicator of a carriage where the mobile intelligent terminal is located so as to obtain the train state monitoring data in real time for a train-mounted engineer to perform train-mounted inspection;

Specifically, the state monitor 110 is fixedly installed at the top of a certain train car according to the actual demand of the train state monitoring data to be monitored, specifically, the state monitor can be installed at the top inside the train car (the top inside the train car) or the top outside the train car (the top outside the train car), and is set according to the actual demand, and the state monitors installed at the top inside the train car and the top outside the train car are installed and used according to the principle. The specific train state monitoring data may include data, pictures and videos generated by state monitoring and fault diagnosis of the pantograph system, and train bottom inspection monitoring data, train state fault monitoring data and the like. For example, if it is desired to monitor the state monitoring data of the pantograph system, the state monitor 110 may be fixedly installed on the roof of the car having the pantograph, and one or more state monitors may be installed. For example, when two state monitors are arranged and are all arranged on the outer top of the carriage, in combination with fig. 2, the train shown in fig. 2 includes 8 carriages including the 1 st carriage, the 2 nd carriage, the 3 rd carriage, the 4 th carriage, the 5 th carriage, the 6 th carriage, the 7 th carriage and the 8 th carriage, and the principles of optical path communication transmission connection between the carriages are all the same, wherein the 2 nd carriage, the 4 th carriage and the 7 th carriage are omitted from the figure and are not shown. And two state monitors are arranged, one is arranged on the outer top of the No. 3 carriage of the train in the figure 2, and the other is arranged on the outer top of the No. 6 carriage of the train, so as to respectively monitor the state monitoring data of the pantograph system of the No. 3 carriage and the No. 6 carriage of the train. Of course, if other train state monitoring data need to be monitored, the state monitor may be installed at a corresponding position, for example, whether the train bottom is frozen or not, the state monitor 110 is fixedly installed at the bottom of the train car, and although the installation position is changed, the state monitor can still effectively transmit the train state monitoring data, pictures, videos and the like to the wireless communicator installed at the top of the train car.

The plurality of wireless communicators, such as the first wireless communicator 1201, the second wireless communicator 1202 and the third wireless communicator 1203, are respectively arranged on the top of each compartment, specifically, all the wireless communicators can be uniformly arranged on the inner top of each compartment, or all the wireless communicators can be uniformly arranged on the outer top of each compartment. It should be further noted that each of the wireless communicators communicates in a wireless laser communication mode or a wireless CPE communication mode. When each wireless communicator communicates in a wireless laser communication mode, the first wireless communicator, the second wireless communicator, the third wireless communicator and the like can be respectively understood as the first laser communicator, the second laser communicator and the third laser communicator, a wireless forward path formed among the laser communicators is a wireless laser forward path, and a wireless reverse path is a wireless laser reverse path. And all the laser communicators are in bidirectional communication through a wireless laser communication principle. When the wireless communicators communicate in the wireless CPE communication mode, the wireless CPE communication is a wireless communication mode combining WIFI transmission and 5G mobile signal transmission, and therefore a wireless forward path and a wireless reverse path formed between the wireless communicators are both CPE communication paths. Further, the setting of the communication mode of each wireless communicator is also related to the installation position of the wireless communicator. The wireless laser communication mode is suitable for a communication process between wireless communicators which are all arranged on the inner top of each carriage, and is also suitable for a communication process between wireless communicators which are all arranged on the outer top of each carriage. The wireless CPE communication mode is susceptible to electromagnetic interference from the external environment, and therefore is only suitable for a communication process between wireless communicators in which all the wireless communicators are installed on the inner roof of each car.

When all the wireless communicators are arranged on the top of each carriage, the wireless communicators can communicate with each other in a wireless laser communication mode or a wireless CPE communication mode. As shown in fig. 2, 8 wireless communicators are taken as an example of 8 cars, and the arrangement and application principle of the 8 wireless communicators are consistent with that of the 3 wireless communicators. Each of the wireless communicators includes a transmitting end, a receiving end and a wireless CPE module (not shown in the figure), the transmitting end is connected to the receiving end, a wireless forward path is formed between the receiving ends of each adjacent wireless communicator, and a wireless reverse path is formed between the transmitting ends of each adjacent wireless communicator, the wireless forward path and the wireless reverse path are shown as a bidirectional connecting line between two adjacent wireless communicators in fig. 1 and 2, and are shown by a dotted line in fig. 1 and a solid line in fig. 2, and the forward direction and the reverse direction are relative, for example, a right arrow located at the upper part in fig. 1 is a forward direction, and a left arrow located at the lower part is a reverse direction, which is not specifically limited in this time according to actual requirements of the train. And a receiving end of one of the wireless communicators, for example, the first wireless communicator 1201 in fig. 1, is directly connected to the status monitor 110 for receiving the train status monitoring data in real time. And the wireless forward path and the wireless reverse path between every two adjacent wireless communicators are communicated in a wireless laser communication mode to form a bidirectional laser communication path. Or the wireless forward path and the wireless reverse path between every two adjacent wireless communicators are communicated through a wireless CPE communication mode, so that a bidirectional wireless CPE communication path is formed between every two adjacent cars. The wireless CPE module can be understood as an internal module in the wireless communicator, and can also be understood as a module which is connected with the wireless communicator through a wire and is attached to the wireless communicator, and each wireless CPE module is also arranged on the top of each compartment along with the wireless communicator and is used for carrying out bidirectional communication with a movable intelligent terminal belonging to the same compartment.

And when all the wireless communicators are uniformly arranged on the outer roofs of all the carriages for arrangement, the wireless communicators can only communicate in a wireless laser communication mode, and a short-range bidirectional wireless laser communication channel between every two adjacent carriages is formed and is used for transmitting the train state monitoring data in real time. The wireless communicators are arranged on the outer tops of all the carriages, and each wireless CPE module respectively comprises is preferably a module which is connected with the wireless communicators through optical fibers or cables which can pass through car roofs and can pass through the car roofs and is attached to the wireless communicators, and each wireless CPE module is respectively arranged on the inner tops of all the carriages and respectively corresponds to the carriage where the wireless communicator attached to the wireless CPE module is located. The intelligent terminal is used for carrying out bidirectional communication with the movable intelligent terminal belonging to the same compartment.

Of course, if the status monitor 110 is provided in plural, the one wireless communicator (i.e., the first laser communicator in fig. 1) may be linearly connected to all of the plural status monitors, or some wireless communicators may be linearly connected to the respective status monitors in a one-to-one correspondence. The specific connection mode can be that the wired connection penetrating through the roof wagon is realized through the branch passage of the optical cable. And each wireless forward path and each wireless reverse path are used for transmitting the train state monitoring data in real time. In addition, the plurality of wireless communicators are respectively correspondingly connected with different state monitors, and due to the existence of each wireless forward path and each wireless reverse path, the train state monitoring data of different carriages can be quickly transmitted in the whole path.

It should be noted that the wireless forward path and the wireless reverse path may be arranged not only up and down, but also left and right, that is, the structure arranged up and down is rotated ninety degrees in geometric space. The two arrangements are in accordance with the basic principle.

The mobile intelligent terminal 130 is configured to perform bidirectional wireless communication with a wireless CPE module in the wireless communicator of a car where the mobile intelligent terminal 130 is located (for example, the mobile intelligent terminal 130 in fig. 1 and a wireless CPE module in a first wireless communicator 1201 of the same car) to obtain the train state monitoring data in real time, so that a driver on board can perform train-following inspection. The mobile intelligent terminal 130 can adopt an intelligent handheld terminal and an intelligent wearable terminal, for example, AR glasses or VR glasses in intelligent wearable equipment can be adopted, a driver wearing the AR glasses or VR glasses only needs to enter a certain carriage and then lift up, or look at a first wireless communicator 1201 in the carriage, the AR glasses or VR glasses can be triggered to automatically start up, at the moment, the AR glasses or VR glasses can automatically establish two-way wireless communication with a first wireless CPE module in the first wireless communicator, the two-way wireless communication adopts a wireless CPE communication technology, real-time train state monitoring data can be seen on the AR glasses or VR glasses at the first time, and then data communication between the state monitor and the driver's AR glasses or VR glasses is realized. And then the driver on the train can carry out on-vehicle inspection according to the finally obtained train state monitoring data.

The invention provides a communication system for polling trains, which comprises a state monitor, a plurality of wireless communicators and a movable intelligent terminal, wherein the wireless communicators are respectively arranged at the tops of carriages, the wireless communicators are communicated in a wireless laser communication mode or a wireless CPE communication mode, the state monitor acquires train state monitoring data in real time and carries out real-time full train transmission through a wireless forward path formed between receiving ends and a wireless reverse path formed between transmitting ends of the wireless communicators, so that a train-following engineer acquires real-time train state monitoring data in real time through bidirectional line communication carried out by the movable intelligent terminal and a wireless CPE module in the wireless communicator of the carriage and can poll the trains, the communication system has high transmission rate, is in real time in communication, has good transmission safety and can carry out high-capacity data communication, the efficiency and the quality of the on-vehicle inspection are greatly improved.

and the on-board engineer room monitoring equipment and/or the cab monitoring equipment are/is connected with the wireless communicator of the carriage where the on-board engineer room monitoring equipment and/or the cab monitoring equipment are/is arranged, and are used for dividing the stored historical train state monitoring data into one path to be transmitted to the wireless communicator.

The driver cab monitoring equipment is fixedly arranged in driver cabs at the train head and the train tail. The monitoring devices are connected with the data acquisition device through own communication cables or optical cables and the like, all data related to train state monitoring are acquired in advance by the data acquisition device and stored in own storage units, and therefore useful historical train state monitoring data are formed and stored for later use. Historical train state monitoring data in the on-board engineer room monitoring equipment and/or the driver room monitoring equipment are respectively used for the on-board engineer to check and use in the on-board engineer room when necessary, and/or used for the train driver to check and use in the driver room. On the basis of the above embodiments, the present invention further provides that the on-board engineer's room monitoring device and/or the driver's room monitoring device are connected to the wireless communicator of the carriage where the on-board engineer's room monitoring device and/or the driver's room monitoring device is located, and are used for dividing stored historical train state monitoring data into one path and transmitting the one path to the corresponding wireless communicator by the main monitoring device and/or the driver monitoring device, respectively, so that the on-board engineer can obtain and use the historical train state monitoring data in any carriage at any time through the mobile intelligent terminal 130 when the on-board engineer needs to obtain the historical train state monitoring data. In particular, train drivers can only be fixed in the cab to view data stored by cab monitoring equipment. When the driver is in a duty or rest in the driver room, the driver can check the data stored in the monitoring equipment in the driver room. When the on-board engineer performs the mobile inspection, besides directly obtaining one path of real-time train state monitoring data of the state monitor through the wireless communicator of the current carriage, historical data, pictures, videos and the like related to the real-time data are often needed, at this time, the mobile intelligent terminal 130 is needed to establish two-way communication with the wireless communicator in the current carriage, and one path is respectively separated from the on-board engineer room monitoring equipment and/or the cab monitoring equipment through each wireless forward path and each wireless reverse path to obtain the historical train state monitoring data.

According to the train inspection communication system provided by the invention, the train state monitoring data can comprise bow net system state monitoring and fault diagnosis data,

Specifically, a car may be selected at random or the car closest to the pantograph may be selected, the state monitor may be mounted on the roof of the car, which may be the outer roof or the inner roof of the car, and the state monitor may preferably be fixedly mounted above the outer roof of the car having the pantograph.

According to the train inspection communication system provided by the invention, the movable intelligent terminal adopts one of an intelligent handheld terminal and an intelligent wearable terminal, and specifically, AR glasses or VR glasses and the like in intelligent wearable equipment can be adopted.

The following describes a train inspection communication method provided by the present invention, and the method may be understood as a method executed by the train inspection communication device according to the above embodiments, and the application principles of the two methods are consistent and may be referred to each other, which is not described herein again.

The invention also provides a communication method for polling along with the train, fig. 3 is a flow schematic diagram of the communication method for polling along with the train, as shown in fig. 3, the method comprises the following steps:

310. acquiring train state monitoring data in real time;

320. receiving the train state monitoring data in real time, and transmitting the train state monitoring data in two directions in real time through a wireless forward path formed among receiving ends of a plurality of wireless communicators respectively arranged at the tops of all carriages and a wireless reverse path formed among transmitting ends;

330. bidirectional wireless communication is carried out between the mobile intelligent terminal and a wireless CPE module in the wireless communicator of a carriage where the mobile intelligent terminal is located, and the train state monitoring data is obtained in real time so as to be used by a train-mounted engineer for train-mounted inspection;

The communication method for polling along with the train effectively realizes the cooperation and cooperation of the state monitor, the plurality of wireless communicators respectively arranged at the tops of the carriages and the movable intelligent terminal, so that the state monitor acquires the train state monitoring data in real time, and real-time whole-train transmission is carried out through a wireless forward path formed between the receiving ends of the wireless communicators and a wireless reverse path formed between the transmitting ends, so that the driver can instantly obtain real-time train state monitoring data through the bidirectional wireless communication of the mobile intelligent terminal and the wireless CPE module in the wireless communicator of the carriage, and can patrol the train according to the real-time train state monitoring data, the communication method has the advantages of high communication transmission rate, instant communication and good transmission safety, and can carry out high-capacity data communication, thereby greatly improving the efficiency and quality of on-vehicle inspection.

The train condition index estimation method based on the communication system for polling along with the train provided by the invention is introduced below.

The invention also provides a train dynamic index estimation method based on a communication system for polling along with a train, which is applied to a scene that each wireless communicator communicates in a wireless laser communication mode, and fig. 4 is a flow schematic diagram of the train dynamic index estimation method provided by the invention, and as shown in fig. 4, the method comprises the following steps:

410. determining a target dynamic condition index;

420. and estimating the target dynamic condition index based on the deviation condition of the laser light spots between the wireless forward passages formed by the two receiving ends of the adjacent carriages and the wireless reverse passages formed by the two transmitting ends.

Although the train condition index estimation method is based on a train inspection communication system, the method is only suitable for a scene that each wireless communicator communicates in a wireless laser communication mode, and therefore correlation analysis can be carried out according to the deviation condition of laser spots in the laser communication process. And the different target dynamic condition indexes can be one or more of carriage vibration, carriage shaking, carriage yaw, carriage nodding, carriage floating and sinking and carriage rolling. The overall effect of estimating one or more target dynamic condition indexes is to provide an effective reference for overall evaluation of the real-time running state of the high-speed running train. The normal fluctuation range or standard range of the dynamic condition indexes such as carriage vibration, carriage shaking, carriage yawing, carriage nodding, carriage floating and rolling and the like can be limited, so that when one or more indexes are abnormal, for example, when the tendency that the carriage shaking amplitude is too large or the carriage is sunk and floated violently is detected, the management system of the train body is automatically combined to give an alarm in advance of the abnormal condition, related train workers are informed to take reasonable action measures, and the damage to the train, a pantograph system and the like is reduced. For example, in a high-speed railway pantograph system, the rear pantograph is generally lifted, and the rear pantograph is generally positioned around the 6 th carriage and is generally separated from the 1 st carriage by 4 carriages (about 100 meters). Even if the high-speed rail is operating at a maximum speed of 300 km/h, 100 meters requires 1.2 seconds. If the alarm or action can be given 1.2 seconds ahead, some accidents can be avoided, or at least the accident loss can be reduced. For example, after receiving the abnormal early warning, the current taking and even completely cutting off can be reduced, so that the arc discharge is reduced or eliminated, and the damage degree of the abnormal accident to the pantograph slide plate can be reduced.

It should be noted that the wireless forward path and the wireless reverse path may be arranged not only up and down, but also left and right, that is, rotated ninety degrees in geometric space, and accordingly, in the train condition index estimation method based on the communication system for train inspection, especially in the process of analyzing and judging the deviation of the laser spot, the wireless forward path and the wireless reverse path are also rotated ninety degrees in geometric space and then are calculated and analyzed accordingly.

Different target dynamic indicators require different specific estimation strategies to be used, as described in more detail below:

when the target dynamic condition index is vibration of a carriage, fig. 5 is a laser spot deviation graph when the train dynamic condition index is no vibration of the carriage, and the method comprises the following steps, with reference to fig. 5:

and estimating the carriage vibration compensation of the carriage in the direction according to the deviation condition of the laser spots and the distance value.

In the case of vibration of the vehicle cabin, the laser spot may vibrate in any direction along a plane perpendicular to a plane formed by the forward wireless laser path and the backward wireless laser path and around a center point of the plane. Here, the laser spot is described in a horizontal direction (Y-axis direction) perpendicular to a plane formed by the forward wireless laser path and the backward wireless laser path and at a center point of the plane. The wireless communication among all the carriages is set to be bidirectional, in this case, bidirectional wireless laser communication is performed, all the wireless communicators are laser communicators, and a wireless forward path formed between the transmitting ends of all the wireless communicators and a wireless reverse path formed between the receiving ends of all the wireless communicators can be respectively called as a wireless laser forward path and a wireless laser reverse path. And assuming that the forward laser is transmitted above and the backward laser is below, see fig. 5, the distance H between the upper and lower laser paths is determined. When the train runs in a straight line, the forward and reverse laser light paths in the top view are theoretically overlapped without vibration. The laser spot at the receiving end of the laser communicator can not generate deviation on a Y axis in theory, namely the laser spot can be at the center (zero point) of the Y axis direction, wherein the Y axis is a coordinate axis of the laser spot in the horizontal direction which is vertical to a plane formed by the wireless laser forward path and the wireless laser reverse path and is positioned at the center point of the plane. However, since the car always vibrates to a certain degree in the Y-axis direction, the laser spot on the laser communicator also vibrates in the Y-axis direction and there exists a vibration center, and the laser spot vibrates in the center, so that the vibration is generated in the Y-axis direction on the basis of fig. 5, and the vibration amplitude is calculated, and the calculated vibration amplitude can be used as a reference index of the vibration degree of the car in the Y-axis direction, and can be finally used for assisting in estimating the vibration compensation of the car in the Y-axis direction, and even can be used for estimating the vibration compensation of the contact grid in the Y-axis direction.

And/or when the target dynamic condition index is the carriage shaking head, the figure 6 is one of laser spot deviation graphs when the train dynamic condition index is the carriage shaking head; fig. 7 is a second graph of laser spot deviation when the train dynamic index is the car shaking head, and the method comprises the following steps in combination with fig. 6 and 7:

and estimating the shaking amplitude of the carriage according to the deviation condition of the laser light spots, the length of the carriage of the train, the minimum turning radius of the train and the corresponding steering angle.

The wireless communication among all the carriages is set to be bidirectional, in this case, bidirectional wireless laser communication is performed, all the wireless communicators are laser communicators, and a wireless forward path formed between the transmitting ends of all the wireless communicators and a wireless reverse path formed between the receiving ends of all the wireless communicators can be respectively called as a wireless laser forward path and a wireless laser reverse path. Length, width and height setting table for middle carriage of trainThe sizes are 25 meters, 3 meters and 4 meters respectively. The higher the running speed, the larger the minimum turning radius. Referring to fig. 6, taking the operation speed of the passenger train unit as 250 km/h and the minimum turning radius as about 2800 m as an example, the oscillation amplitude of the train is estimated by the deviation DY (about 111.607 mm) of the laser spot on the laser communicator on the Y axis (see the enlarged diagram, i.e. the diagram shown in fig. 7). The offset DY = L × 0.5 tan (α) is calculated, where L is the car length, α is the steering angle corresponding to the minimum turning radius R, tan (α) = L/R =25/28000=0.00892857142857143, α =0.5116 degrees. DY = L0.5L/R = L²/(2R) =25 × 25/(2 × 28000) =0.111607142857143 m =111.607 mm. If the running speed of the passenger special line motor train unit is 300 kilometers per hour, the minimum turning radius R is about 4500 meters, and DY = L²If (/ (2R) =25 × 25/(2 × 45000) m ≈ 69.444 mm, the car shake amplitude decreases.

And/or when the target dynamic condition index is the car yaw, the laser spot deviation graph in the case that the train dynamic condition index is the car yaw is shown in the figure 8, and the method comprises the following steps of:

and estimating the car yaw amplitude according to the deviation condition of the laser spot.

The wireless communication among all the carriages is set to be bidirectional, in this case, bidirectional wireless laser communication is performed, all the wireless communicators are laser communicators, and a wireless forward path formed between the transmitting ends of all the wireless communicators and a wireless reverse path formed between the receiving ends of all the wireless communicators can be respectively called as a wireless laser forward path and a wireless laser reverse path. Under the same assumption of the train center car length, width and height geometry, the offset DY of the laser spot on the laser communicator on the Y-axis is approximately comparable to the offset when the minimum turning radius is 2800 meters, both approximately 111.607 millimeters. But with the difference that the laser spot offset of the front car during yaw is on the negative half of the Y-axis, while the laser spot offset of the rear car is on the positive half of the Y-axis. While the yaw caused by the turn as shown in fig. 6, the offset of the front and rear vehicle laser spots are both on the negative half of the Y-axis. Therefore, although the laser spot displacement DY is about 111.607 mm in both fig. 6 and 7, since the laser spot displacements of the front and rear cars in fig. 6 are both on the negative half of the Y-axis, i.e., on the same side, it can be determined that this is caused by the car shaking and not the car yaw. On the contrary, if the laser spot offsets DY of the front and rear cars are observed on different sides of the Y-axis, it can be basically determined that the yaw amplitude DY is not caused by the shaking of the head but may be caused by the relative yaw between the front and rear cars.

And/or, when the target dynamic condition index is the car nod, fig. 9 is a scene where the train dynamic condition index is one of the laser spot offset maps when the car nod, and corresponds to a zero slope, and fig. 10 is a scene where the train dynamic condition index is the second of the laser spot offset maps when the car nod, and corresponds to a slope of 8.92934 ‰, with reference to fig. 9 and fig. 10, the method includes:

and estimating the carriage nodding amplitude according to the deviation condition of the laser spot, the length of the carriage of the train and the relative slope angle of the front carriage and the rear carriage.

The wireless communication among all the carriages is set to be bidirectional, in this case, bidirectional wireless laser communication is performed, all the wireless communicators are laser communicators, and a wireless forward path formed between the transmitting ends of all the wireless communicators and a wireless reverse path formed between the receiving ends of all the wireless communicators can be respectively called as a wireless laser forward path and a wireless laser reverse path. FIG. 10 shows a schematic view of aThe second laser spot deviation graph when the train dynamic condition index is the car nod can also be understood as a right view when the relative gradient difference of the front car and the rear car is about 8.92934 permillage, which causes the front car to generate a similar nod condition relative to the rear car. In some extreme cases, the maximum grade of the passenger line may be 30%, but generally, a smooth ascending grade change process exists, and the grade cannot be instantaneously increased from zero grade to 30%. In addition, when the relative gradient difference between the front and rear cars is about 8.92934 ‰ in the length, width and height of the middle car of the train assumed in the application, the offset of the laser spot in the Z-axis direction (in the vertical direction of the train) is also about 111.607 mm, which corresponds to the offset of the laser spot in the Y-axis direction when the turning radius is 2800 m. The offset DZ = L × 0.5 × tan (α), where L is the car length and α is the slope angle corresponding to the slope at the slope tan (α), tan (α) = L/R =25/28000=0.00892857142857143, α =0.5116 degrees. DZ = L0.5L/R = L²/(2R) =25*25/(2*28000)=

0.111607142857143 m =111.607 mm. Similarly, the laser spots of the front and rear vehicles are offset on the negative half side of the Z axis, i.e. on the same side. Fig. 10 only shows the offset of the laser spot generated by the forward laser path in the front compartment in the Z-axis direction, and the offset of the laser spot generated by the backward laser path in the rear compartment in the Z-axis direction is similar, so that it is not shown.

and estimating the sinking and floating amplitude of the carriage according to the deviation condition of the laser facula.

Like the car nod, the relative floating in the Z-axis direction (vertical direction) between the front and rear cars when the cars float and sink is similar to the relative yaw in the Y-axis direction between the front and rear cars, and thus the drawing is not repeated. The offset of the laser spots on the front and rear carriages caused by the relative ups and downs between the front and rear carriages in the Z-axis direction is also on different sides of the Z-axis, so that the ups and downs and the nods can be distinguished according to the offset, and the magnitude of the ups and downs is DZ.

And/or, when the target dynamic index is the rolling of the car, fig. 11 is a laser spot deviation graph when the train dynamic index is the rolling of the car, and the method includes:

The wireless communication among all the carriages is set to be bidirectional, in this case, bidirectional wireless laser communication is performed, all the wireless communicators are laser communicators, and a wireless forward path formed between the transmitting ends of all the wireless communicators and a wireless reverse path formed between the receiving ends of all the wireless communicators can be respectively called as a wireless laser forward path and a wireless laser reverse path. Thus, the laser spot generated on the forward laser path should theoretically be directly above the laser spot generated on the reverse laser path. However, when there is roll, as shown in fig. 11, the roll is caused by the wheel track being over high, an included angle β between a red short solid line with a length H and a red short dashed line with a length H is equal to the roll angle α of the vehicle body, where H is a distance between the forward laser light path and the backward laser light path. Note that: even if the vehicle body rolls a small angle, the displacement degree of the center of the pantograph can be greatly changed along with the rolling direction. And finally estimating the rolling amplitude of the carriage according to the deviation angle and the distance value.

The invention provides a train dynamic index estimation method based on a communication system for polling a train, which is applied to a scene that each wireless communicator communicates in a wireless laser communication mode.

Fig. 12 is a schematic structural diagram of the electronic device provided in the present invention, and as shown in fig. 12, the electronic device may include: a processor (processor)1210, a communication Interface (Communications Interface)1220, a memory (memory)1230, and a communication bus 1240, wherein the processor 1210, the communication Interface 1220, and the memory 1230 communicate with each other via the communication bus 1240. Processor 1210 may invoke logic instructions in memory 1230 to implement all or part of the steps according to the on-train patrol communication method described above or the train condition indicator estimation method described above.

Specifically, when implementing the steps according to the on-train patrol communication method as described above, the method includes:

acquiring train state monitoring data in real time;

When the steps of the train condition index estimation method described above are implemented, the method is applied to a scenario where each of the wireless communicators performs communication in a wireless laser communication mode, and the method includes:

determining a target dynamic condition index;

In addition, the logic instructions in the memory 1230 may be implemented in software functional units and stored in a computer readable storage medium when the logic instructions are sold or used as a stand-alone product. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the train inspection communication method according to the above embodiments of the present invention or the train condition index estimation method according to the above embodiments. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.

In another aspect, the present invention also provides a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions which, when executed by a computer, enable the computer to carry out the steps according to the on-train patrol communication method as described above or the train behavior index estimation method as described above.

acquiring train state monitoring data in real time;

determining a target dynamic condition index;

The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the embodiment of the present invention. One of ordinary skill in the art can understand and implement it without inventive effort.

Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. Based on such understanding, the above technical solutions may be embodied in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the train inspection communication method or the train dynamic index estimation method described in the embodiments or some parts of the embodiments.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. The utility model provides a communication system patrols and examines along with the train which characterized in that includes:

the mobile intelligent terminal is used for performing bidirectional wireless communication with a wireless CPE module in the wireless communicator of a carriage where the mobile intelligent terminal is located so as to obtain the train state monitoring data in real time for a train-mounted engineer to perform train-mounted inspection;

2. The on-train inspection communication system according to claim 1, further comprising:

3. The on-train inspection communication system according to claim 1 or 2, wherein the train state monitoring data includes bow net system state monitoring and fault diagnosis data,

4. The communication system that patrols and examines along with the train of claim 3, characterized in that, the portable intelligent terminal adopts one of intelligence handheld terminal and intelligent wearing terminal.

5. The utility model provides a communication method is patrolled and examined with the train which characterized in that includes:

acquiring train state monitoring data in real time;

6. The on-train inspection communication method according to claim 5, further comprising:

7. The train inspection communication method according to claim 5 or 6, wherein the train state monitoring data includes bow net system state monitoring and fault diagnosis data;

8. A train condition index estimation method based on a communication system for inspecting along with a train is characterized by being applied to a scene that each wireless communicator communicates in a wireless laser communication mode, and the method comprises the following steps:

determining a target dynamic condition index;

9. The train inspection communication system based train condition index estimation method according to claim 8, wherein the target condition index is one or more of car vibration, car panning, car yawing, car nodding, car heaving, and car rolling, and accordingly,

estimating the carriage yaw amplitude according to the deviation condition of the laser spot;

10. An electronic device comprising a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the processor, when executing the computer program, performs the steps of the on-train patrol communication method according to any one of claims 5 to 7 or the train dynamic indicator estimation method according to any one of claims 8 to 9.