CN113525455B

CN113525455B - Communication system and method for inspection along with train and train condition index estimation method

Info

Publication number: CN113525455B
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: 2023-08-25
Anticipated expiration: 2041-07-22
Also published as: CN113525455A

Abstract

The invention provides a train-following inspection communication system, a train-following inspection communication method and a train condition index estimation method, wherein the system comprises a state monitor, a control unit and a control unit, wherein the state monitor is used for acquiring train state monitoring data in real time; the wireless communicators comprise transmitting ends, receiving ends and wireless CPE modules, wherein wireless forward paths are formed between the receiving ends of the adjacent wireless communicators, and wireless reverse paths are formed between the transmitting ends; the receiving end of one wireless communicator is connected with the state monitor and is used for receiving train state monitoring data in real time; each wireless forward path and each wireless reverse path are used for transmitting 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 acquire 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

Communication system and method for inspection along with train and train condition index estimation method

Technical Field

The invention relates to the technical field of traffic trains, in particular to a train-following inspection communication system and method and a train condition index estimation method.

Background

The track traffic technology is continuously developed, the running speed of the train is faster and faster, and the data such as train state and fault data and the like which need to be inspected are more and more diversified and complex. For example, the bow net system can generate a large amount of data such as pictures or videos, and the data is often used as the data basis of train inspection by a random operator, so the data is collectively called as inspection original data, and therefore, the inspection original data needs to be transmitted to places which the random operator can see in time.

Communication principle during to vehicle inspection among the prior art: a train-ground transmission system is generally adopted to transmit various data from the inside of a train to a dispatching room/3C control room on the ground, and after unified storage and management by the dispatching room/3C control room on the ground, part of the data may be transmitted to a random room and a cab on the train. But the onboard randomizer must go to the onboard randomizer and cab to see the partial status of the bownet system or fault data, images, videos, etc.

That is, the prior art has the following drawbacks:

1. The random operator on the train cannot acquire the required inspection data in real time, but cannot acquire the required inspection data through a wired and wireless complex transmission process, and can acquire the required inspection data only through a random operator room and a driver cab;

2. the inspection data often has higher security and transmission rate requirements, and the transmission capacity required is generally larger, but the transmission security of traditional WIFI is worse, the transmission speed is lower, and when the inspection data adopts traditional WIFI to transmit, the inspection data shares limited transmission capacity with other service transmission requirements in a train, so that the transmission efficiency and the security of the inspection data on the vehicle can be greatly influenced.

Disclosure of Invention

The invention provides a train-following inspection communication system, a train-following inspection communication method and a train condition index estimation method, which are used for overcoming the defects that in the prior art, a random operator obtains required data in real time, the traditional WIFI transmission is poor in safety, the transmission rate is low and the transmission capacity is small, and realizing the effect of transmitting and acquiring the required inspection data in real time and rapidly.

The invention provides a train-following inspection communication system, which comprises:

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

the wireless communicators comprise transmitting ends, receiving ends and wireless CPE modules, wherein wireless forward paths are formed between the receiving ends of the adjacent wireless communicators, and wireless reverse paths are formed between the transmitting ends; the receiving end of one wireless communicator 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 the carriage where the mobile intelligent terminal is located so as to obtain the train state monitoring data in real time for a random operator to carry out vehicle-mounted 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 vehicle-mounted cabin monitoring equipment and/or the cab monitoring equipment are connected with the wireless communicator of the carriage where the vehicle-mounted cabin monitoring equipment and/or the cab monitoring equipment are/is located and used for dividing the stored historical train state monitoring data into one path and transmitting the data to the wireless communicator.

According to the train-following 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 arranged at the top of a carriage of the train and is used for acquiring the state monitoring and fault diagnosis data of the bow net system in real time.

According to the train-following inspection communication system 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 inspecting 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 plurality of wireless forward paths formed among the receiving ends of the wireless communicators respectively arranged at the top of each carriage and wireless reverse paths formed among the transmitting ends;

the movable intelligent terminal is in bidirectional wireless communication with a wireless CPE module in the wireless communicator of the carriage where the movable intelligent terminal is located, so that train state monitoring data are obtained in real time for a random train operator to carry out train-following inspection;

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

and the stored historical train state monitoring data is transmitted to the wireless communicator in a way of being separated by the random cab monitoring equipment and/or the cab monitoring equipment which are connected with the wireless communicator of the carriage where the wireless communicator is positioned.

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

And the movable 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 the train-following inspection communication system, 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 condition index;

and estimating the target condition index based on the deviation condition of laser spots between a wireless forward path formed by two receiving ends and a wireless reverse path formed by two transmitting ends of the adjacent carriage.

According to the train condition index estimation method based on the train-following inspection communication system provided by the invention, the target condition index is one or more of carriage vibration, carriage shaking, carriage yaw, carriage nodding, carriage floating and sinking and carriage rolling, correspondingly,

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

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

acquiring the deviation condition of a laser spot in each direction which is perpendicular to a plane formed by a wireless forward path and a wireless backward 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 light spots and the distance value;

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

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

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

judging whether the front carriage laser spot offset and the rear carriage laser spot offset are positioned on the same side of the center point of the plane, if so, judging that the carriage shakes;

estimating the car shaking amplitude according to the deviation condition of the laser light spots, the length of a train car, the minimum turning radius of the train and the corresponding turning angle;

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

judging whether the front carriage laser spot offset and the rear carriage laser spot offset are positioned on opposite sides of the center point of the plane, if so, judging that the carriage is yaw;

According to the deviation condition of the laser spots;

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

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

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

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

estimating the carriage nodding amplitude according to the deviation condition of the laser light spots, the length of a carriage of the train and the relative gradient angle of a front carriage and a rear carriage;

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

judging whether the front carriage laser light spot offset and the rear carriage laser light spot offset are positioned on the opposite sides of the central point of a plane formed by the wireless forward passage and the wireless reverse passage, if so, judging that the carriage floats in a sinking mode;

estimating the sinking and floating amplitude of the carriage according to the offset condition of the laser light spots;

and/or, when the target condition index is a car side roll, the method comprises:

Determining an offset angle between a longitudinal connecting line between the wireless forward passage and the wireless reverse passage and the original vertical direction of the train, and determining a distance value between the wireless forward passage and the wireless reverse passage;

and estimating the car roll amplitude according to the offset angle and the interval value.

The invention also provides an electronic device comprising a memory, a processor and a computer program stored on the memory and operable on the processor, which when executed implements the steps according to the on-train patrol communication method as described above or the train condition index estimation method as described above.

The invention provides a train-following inspection communication system, a train-following inspection communication method and a train condition index estimation method, wherein the train-following inspection communication system comprises a state monitor, a plurality of wireless communicators which are respectively arranged at the tops of carriages and a movable intelligent terminal, wherein the wireless communicators communicate 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 whole train transmission through a wireless forward path formed between receiving ends of the wireless communicators and a wireless reverse path formed between transmitting ends of the wireless communicators, so that a train-following operator can acquire real-time train state monitoring data in real time through two-way wireless communication carried out by a wireless CPE module in the wireless communicators of the carriages where the movable intelligent terminal is positioned, and can inspect trains accordingly.

Drawings

In order to more clearly illustrate the embodiments of the invention or the technical solutions of the prior art, the drawings that are necessary for the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention and that other drawings can be obtained from these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a train-following inspection communication system provided by the invention;

FIG. 2 is a schematic diagram of a train-following inspection communication system in a train;

FIG. 3 is a schematic flow chart of the communication method for inspecting along with the train;

FIG. 4 is a schematic flow chart of a train condition index estimation method provided by the invention;

FIG. 5 is a graph of laser spot offset for a train condition index of no car vibration;

FIG. 6 is one of the laser spot offset maps for a train condition index as car heading;

FIG. 7 is a second graph of laser spot offset for a car moving with a moving condition index;

FIG. 8 is a graph of laser spot offset for a train condition index as car yaw;

FIG. 9 is one of the laser spot offset maps for a train condition index of a car heading;

FIG. 10 is a second plot of laser spot offset for a train condition index of car nodding;

FIG. 11 is a graph of laser spot offset for a train condition index of car side roll;

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

Reference numerals:

110: a status 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 a communication bus.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be fully described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

The following describes a communication system and method for inspecting along with train and a method for estimating a train condition index according to the present invention with reference to fig. 1 to 12.

The invention provides a train-following inspection communication system, fig. 1 is a schematic structural diagram of the train-following inspection communication system provided by 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, 3 wireless communicators are exemplified in fig. 1, fig. 2 is a schematic structural diagram of the train-following inspection communication system provided by the invention in a train, and fig. 2 can be combined, wherein,

A state monitor 110 for acquiring train state monitoring data in real time;

the mobile intelligent terminal 130 is used for performing two-way wireless communication with a wireless CPE module in the wireless communicator of the carriage where the mobile intelligent terminal is located, so as to obtain the train state monitoring data in real time for a random operator to perform train-following inspection;

Specifically, the status monitor 110 is fixedly installed at the top of a certain train car according to the actual requirement of the monitoring data of the train status, specifically, may be installed at the inner roof (the roof inside the car) or the outer roof (the roof outside the car) of the train car, and is set according to the actual requirement, and the installation and the use principles of the status monitors installed at the inner roof and the outer roof are consistent. The specific train state monitoring data can include data, pictures and videos generated by state monitoring and fault diagnosis of the bow net system, train bottom inspection monitoring data and train state fault monitoring data of the train and the like. For example, if the condition monitoring data of the pantograph-catenary system is to be monitored, the condition monitor 110 may be fixedly installed on the top of the carriage with the pantograph, and one or a plurality of condition monitors may be provided. For example, when two state monitors are arranged and all arranged on the outer top of a carriage, in combination with fig. 2, the train shown in fig. 2 comprises 8 carriages in total, namely, a No. 1 vehicle, a No. 2 vehicle, a No. 3 vehicle, a No. 4 vehicle, a No. 5 vehicle, a No. 6 vehicle, a No. 7 vehicle and a No. 8 vehicle, and the light path communication transmission connection principles among the carriages are all consistent, wherein the No. 2 vehicle, the No. 4 vehicle and the No. 7 vehicle are omitted from the diagram. And two state monitors are provided, one of which is installed at the outer top of the train No. 3 carriage in fig. 2, while the other is installed at the outer top of the train No. 6 carriage, to monitor the state monitoring data of the bow net systems of the train No. 3 carriage and No. 6 carriage, respectively. Of course, if other train condition monitoring data is required to be monitored, the condition monitor may be installed at a position corresponding to the required position, for example, whether the train bottom is frozen or not is monitored, and the condition monitor 110 is fixedly installed at the bottom of the train carriage, and although the installation position is changed, the condition monitor can still effectively transmit the train condition monitoring data, pictures, videos and the like to the wireless communicator installed at the top of the train carriage.

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 at the top of each carriage, specifically, all the wireless communicators may be equally arranged at the top of each carriage, or all the wireless communicators may be equally arranged at the top of each carriage. The wireless communicators may communicate in a wireless laser communication mode or a wireless CPE communication mode. When the wireless communicators communicate in the wireless laser communication mode, the first wireless communicator, the second wireless communicator, the third wireless communicator and the like can be respectively understood as a first laser communicator, a second laser communicator, a third laser communicator and the like, a wireless forward path formed among the laser communicators is a wireless laser forward path, and the wireless reverse path is a wireless laser reverse path. And each laser communicator performs two-way communication through a wireless laser communication principle. When each wireless communicator communicates in a wireless CPE communication mode, the wireless CPE communication is a wireless communication mode combining WIFI-like transmission and 5G mobile signal transmission, so that a wireless forward path and a wireless reverse path formed between the wireless communicators are 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 the communication process between the wireless communicators of which all the wireless communicators are arranged on the top of each carriage, and is also suitable for the communication process between the wireless communicators of which all the wireless communicators are arranged on the top of each carriage. The wireless CPE communication mode is susceptible to electromagnetic interference from the external environment, and therefore is only suitable for the communication process between wireless communicators in which all wireless communicators are arranged on the roof of each car.

When all the wireless communicators are uniformly arranged on the tops of the carriages for setting, the wireless communicators can communicate in a wireless laser communication mode or in a wireless CPE communication mode. In fig. 2, 8 wireless communicators are taken as an example of 8 carriages, and the arrangement and application principle of the 8 wireless communicators are consistent with those of 3 wireless communicators. Each wireless communicator includes a transmitting end, a receiving end and a wireless CPE module (not shown in the figure), where the transmitting end is connected with 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, where the wireless forward path and the wireless reverse path are shown by two-way connection lines between two adjacent wireless communicators in fig. 1 and 2, and are shown by dashed lines in fig. 1, and are shown by solid lines in fig. 2, and so-called forward and reverse are relatively speaking, such as a right arrow located above in fig. 1 is forward, and a left arrow located below is reverse, and this time is not specifically limited according to actual demands of the train. And a receiving end of one of the wireless communicators, such as the wireless communicator one 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 through 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 as to form a bidirectional wireless CPE communication path between every two adjacent carriages. The wireless CPE module may be understood as an internal module in the wireless communicator, or may be understood as a module connected to the wireless communicator by a wire and attached to the wireless communicator, and each wireless CPE module is also disposed on top of each car along with the wireless communicator, and is used for bidirectional communication with a mobile intelligent terminal belonging to the same car.

When all the wireless communicators are uniformly arranged on the tops of the outer sides of the carriages for setting, the wireless communicators can only communicate in a wireless laser communication mode, so that a short-range two-way wireless laser communication path between every two adjacent carriages is formed for transmitting the train state monitoring data in real time. At this time, each wireless communicator is arranged on the outer roof of each carriage, and each wireless CPE module included in each wireless communicator is preferably understood to be a module which is connected with the wireless communicator through an optical fiber or a cable line which can penetrate through a roof wagon and is attached to the wireless communicator, and at this time, each wireless CPE module is respectively arranged on the inner roof of each carriage and corresponds to the carriage where the wireless communicator attached to the wireless communicator is located. The mobile terminal is used for two-way communication with a mobile intelligent terminal which belongs to the same carriage.

Of course, if the plurality of status monitors 110 are provided, the one wireless communicator (first laser communicator in fig. 1) may be provided to be connected to all of the plurality of status monitors in a straight line, or a plurality of wireless communicators may be provided to be connected to each of the plurality of status monitors in a straight line in a one-to-one correspondence. The specific connection mode can be to realize the wired connection through the roof wagon through the branching 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, as for the arrangement that the plurality of wireless communicators are respectively connected with different state monitors, the train state monitoring data of different carriages can be quickly transmitted in the whole path due to the existence of each wireless forward path and each wireless backward path.

The wireless forward path and the wireless backward path can be arranged up and down, and can also be arranged left and right, namely, the structure arranged up and down is rotated ninety degrees in geometric space. The two arrangement modes are consistent in basic principle.

The mobile intelligent terminal 130 is configured to perform bidirectional wireless communication with a wireless CPE module in the wireless communicator of the car where the mobile intelligent terminal 130 is located (such as the mobile intelligent terminal 130 in fig. 1 and a wireless CPE module in the wireless communicator one 1201 of the same car), so as to obtain the train state monitoring data in real time, so that a random operator can perform a train-following inspection. The mobile intelligent terminal 130 may be an intelligent handheld terminal or an intelligent wearable terminal, for example, an AR glasses or VR glasses in an intelligent wearable device may be adopted, a vehicle-mounted mechanic wearing the AR glasses or VR glasses only needs to enter a carriage and then lift his head, or look at the first wireless communicator 1201 in the carriage, the AR glasses or VR glasses will be triggered to automatically start up, at this time, the AR glasses or VR glasses will automatically establish two-way wireless communication with the wireless CPE module in the first wireless communicator, and this two-way wireless communication adopts the wireless CPE communication technology, so that real-time train state monitoring data can be seen on the AR glasses or VR glasses at the first time, and further data communication between the state monitor and the AR glasses or VR glasses of the vehicle-mounted mechanic is realized. And then the random operator can carry out the vehicle-mounted inspection according to the finally obtained train state monitoring data.

The invention provides a train-following inspection communication system, which comprises a state monitor, a plurality of wireless communicators which are respectively arranged at the top of each carriage and a movable intelligent terminal, wherein the wireless communicators communicate 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 whole train transmission through a wireless forward path formed between receiving ends of the wireless communicators and a wireless reverse path formed between transmitting ends of the wireless communicators, so that a train-following operator can acquire real-time train state monitoring data in real time through two-way line communication carried out by the wireless CPE module in the wireless communicators of the carriage where the movable intelligent terminal is positioned, and can inspect a train according to the real-time train state monitoring data.

and the vehicle-mounted cabin monitoring equipment and/or the cab monitoring equipment are connected with the wireless communicator of the carriage where the vehicle-mounted cabin monitoring equipment and/or the cab monitoring equipment are/is arranged and used for transmitting the stored historical train state monitoring data in one path.

The monitoring equipment of the random cab is fixedly arranged in the random cab of a certain middle carriage of the train, and the monitoring equipment of the cab is fixedly arranged in the cabs of the train head and the train tail. The monitoring devices are all connected with the data acquisition device through 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 are stored in a storage unit of the monitoring devices, namely useful historical train state monitoring data are formed and stored for standby. The monitoring device comprises a vehicle-mounted random cab monitoring device and/or historical train state monitoring data in the vehicle-mounted random cab monitoring device, wherein the historical train state monitoring data are respectively checked and used by a vehicle-mounted random cab when necessary, and/or checked and used by a train driver in the cab. On the basis of the above embodiments, the present invention further sets the monitoring device of the driver's cabin and/or the monitoring device of the driver's cabin to be connected with the wireless communicator of the carriage where the monitoring device of the driver's cabin is located, so as to divide the stored historical train state monitoring data from the main monitoring device and/or the monitoring device of the driver to transmit the data to the corresponding wireless communicator when needed, so that the driver can acquire and use the data of the historical train state monitoring data in any carriage at any time through the mobile intelligent terminal 130 when the driver needs to acquire the data of the historical train state monitoring data. In particular, the train driver can only be fixed in the cab to view the data stored by the cab monitoring equipment. And when the onboard random operator sits on duty or rests in the onboard random operator room, the data stored in the monitoring equipment in the onboard random operator room can be checked. When the vehicle-mounted operator performs mobile inspection, besides directly acquiring a real-time train state monitoring data of the state monitor through the wireless communicator of the vehicle cabin, the real-time data is often required to be related to the history data, pictures, videos and the like, at the moment, the movable intelligent terminal 130 is required to be utilized to establish a two-way communication with the wireless communicator of the vehicle cabin, and the history train state monitoring data is acquired by respectively separating a path from the vehicle-mounted operator room monitoring device and/or the cab monitoring device through each wireless forward path and each wireless reverse path.

According to the on-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, and the condition monitor may be mounted on the roof of the car, which may be the roof outside the car or the roof inside the car, preferably the condition monitor is fixedly mounted above the roof of the car having the pantograph.

According to the train-following inspection communication system provided by the invention, the movable intelligent terminal adopts one of an intelligent handheld terminal and an intelligent wearing terminal, and specifically, AR (augmented reality) glasses or VR (virtual reality) glasses and the like in the intelligent wearing equipment can be adopted.

The following description of the communication method for inspecting along with the train is presented in the present invention, and the method can be understood as a method executed by the communication device for inspecting along with the train in the foregoing embodiments, and the application principles of the two are consistent, and may be referred to each other, which is not repeated herein.

The invention also provides a communication method for inspecting along with the train, and fig. 3 is a flow diagram of the communication method for inspecting 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 plurality of wireless forward paths formed among the receiving ends of the wireless communicators respectively arranged at the top of each carriage and wireless reverse paths formed among the transmitting ends;

330. the movable intelligent terminal is in bidirectional wireless communication with a wireless CPE module in the wireless communicator of the carriage where the movable intelligent terminal is located, so that train state monitoring data are obtained in real time for a random train operator to carry out train-following inspection;

The train-following inspection communication method provided by the invention effectively realizes the cooperation of the state monitor, the plurality of wireless communicators which are respectively arranged at the top of each carriage and the movable intelligent terminal, so that the state monitor can acquire 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, thereby enabling a train-following operator to acquire real-time train state monitoring data in real time through bidirectional wireless communication carried out by the wireless CPE module in the wireless communicator of the carriage where the movable intelligent terminal is positioned, and being capable of inspecting trains according to the real-time train state monitoring data.

The train condition index estimation method based on the train-following inspection communication system provided by the invention is introduced below.

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

410. determining a target condition index;

420. and estimating the target condition index based on the deviation condition of laser spots between a wireless forward path formed by two receiving ends and a wireless reverse path formed by two transmitting ends of the adjacent carriage.

The train condition index estimation method is based on a train-following inspection communication system, but is only applicable to a scene that each wireless communicator communicates in a wireless laser communication mode, so that correlation analysis can be performed according to the deviation condition of laser spots in the laser communication process. The different target motion indexes can be one or more of carriage vibration, carriage shaking, carriage swaying, carriage nodding, carriage floating and sinking and carriage rolling. And the overall effect of estimating one or more target condition indicators is to provide an effective reference for overall assessment of the real-time operating conditions of a high-speed operating train. Specifically, the normal fluctuation range or standard range of the dynamic indexes such as car vibration, car shaking, car yaw, car nodding, car floating and sinking, and car rolling can be limited, so that when one or a plurality of indexes are abnormal, such as the trend of overlarge car shaking amplitude or severe car floating is detected, the automatic combined train self management system carries out the advance warning of abnormal conditions, so as to inform relevant train staff to take reasonable action measures, and damage to trains, bow net systems and the like is reduced. For example, for a high-speed railway bow net system, the rear bow is generally raised, and the rear bow is generally around the 6 th car and is generally separated from the 1 st car by 4 cars (about 100 meters). Even though the high-speed rail is running at a maximum speed of 300 km/h, 100 meters takes 1.2 seconds. If the early warning or action can be performed 1.2 seconds in advance, some accidents can be avoided or at least the accident loss can be reduced. For example, after the abnormal early warning is received, the current can be reduced, and even the current is thoroughly disconnected, 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 backward path may be disposed 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 train-following inspection communication system, particularly in each process of analyzing and judging the deviation condition of the laser light spot, the wireless forward path and the wireless backward path will be correspondingly rotated ninety degrees in geometric space and then be calculated and analyzed.

Different target condition indexes need to use different specific estimation strategies, and the following more specific description is given:

when the target condition index is the vibration of the carriage, fig. 5 is a laser spot offset diagram when the train condition index is the vibration of the carriage, and with reference to fig. 5, the method comprises the following steps:

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 wireless laser forward path and the wireless laser backward path and around a center point of the plane. Here, the description will be given taking, as an example, a laser spot in a horizontal direction (Y-axis direction) perpendicular to a plane formed by the wireless laser forward path and the wireless laser backward path and at a center point of the plane. The wireless communication between the carriages is set to be bidirectional, and is bidirectional wireless laser communication at the moment, the wireless communicators are all laser communicators, and a wireless forward path formed between the transmitting ends of the wireless communicators and a wireless reverse path formed between the receiving ends of the wireless communicators can be respectively called as a wireless laser forward path and a wireless laser reverse path. And assuming forward laser transmission above and reverse laser below, see fig. 5, the spacing H between the upper and lower laser paths is determined. When the train runs straight, the forward and backward laser paths in the top view are overlapped in theory, and no vibration exists. The laser light spot at the receiving end of the laser communication device can not generate offset on the Y axis in theory, namely, the center (zero point) of the laser light spot in the Y axis direction, wherein the Y axis is a coordinate axis of the laser light spot in the horizontal direction which is perpendicular to a plane formed by the wireless laser forward path and the wireless laser backward path and is positioned at the center point of the plane. However, since the carriage always has a certain degree of vibration in the Y-axis direction, the laser spot on the laser communicator also vibrates in the Y-axis direction and has a vibration center, and the laser spot vibrates in the center, so that vibration is generated on the Y-axis on the basis of fig. 5, and thus the vibration amplitude of the laser spot is calculated, and the vibration amplitude can be used as a reference index of the vibration degree of the carriage in the Y-axis direction, and finally can be used for assisting in estimating the vibration compensation of the carriage in the Y-axis direction, and even can also estimate the vibration compensation of the contact power grid in the Y-axis direction.

And/or, when the target condition index is the car shaking, fig. 6 is one of the laser spot offset diagrams when the train condition index is the car shaking; fig. 7 is a second laser spot offset graph of the train condition index when the car is moving, and the method includes, with reference to fig. 6 and fig. 7:

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

The wireless communication between the carriages is set to be bidirectional, and is bidirectional wireless laser communication at the moment, the wireless communicators are all laser communicators, and a wireless forward path formed between the transmitting ends of the wireless communicators and a wireless reverse path formed between the receiving ends of the wireless communicators can be respectively called as a wireless laser forward path and a wireless laser reverse path. The length, width and height geometric dimensions of the middle carriage of the train are respectively set to 25 meters, 3 meters and 4 meters. The higher the running speed, the greater the minimum turning radius. As shown in FIG. 6, taking the special line motor train unit running speed of 250 km/h as an example and the minimum turning radius of about 2800 m as an example, the swing amplitude of the carriage is estimated by the offset DY (about 111.607 mm) of the laser spot on the laser communicator on the Y-axis See the enlarged view, which is the view shown in fig. 7). Calculating an offset dy=l×0.5×tan (α), where L is the car length, α is the corresponding steering angle at the minimum turning radius R, tan (α) =l/r=25/28000= 0.00892857142857143, α= 0.5116 degrees. Dy=l 0.5L/r=l ² /(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 km/h, the minimum turning radius R is about 4500 m, dy=l ² /(2R) =25×25/(2×45000) meters≡ 69.444 mm), the car swing amplitude is reduced.

And/or, when the target condition index is the car yaw, fig. 8 is a laser spot offset chart when the train condition index is the car yaw, and in combination with fig. 8, the method includes:

and estimating the yaw amplitude of the carriage according to the deviation condition of the laser spots.

The wireless communication between the carriages is set to be bidirectional, and is bidirectional wireless laser communication at the moment, the wireless communicators are all laser communicators, and a wireless forward path formed between the transmitting ends of the wireless communicators and a wireless reverse path formed between the receiving ends of the wireless communicators can be respectively called as a wireless laser forward path and a wireless laser reverse path. The offset DY of the laser spot on the laser communicator on the Y-axis is approximately as much as the offset at a minimum turning radius of 2800 meters, assuming also a mid-train car length-width-height geometry, all being approximately 111.607 millimeters. But differs in that the deflection of the front truck laser spot is on the negative half of the Y-axis while the deflection of the rear truck laser spot is on the positive half of the Y-axis. While the turning induced swing shown in fig. 6, the front and rear truck laser spots are offset on the negative half of the Y-axis. Therefore, although the offset DY of the laser spots in fig. 6 and 7 is about 111.607 mm, it can be judged that this is caused by the car shaking, not by the car yaw, because the offset DY of the laser spots in the front and rear cars in fig. 6 are on the negative half side of the Y axis, i.e., on the same side. On the contrary, if the laser spot offset DY of the front and rear carriages is 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, possibly caused by the relative yaw between the front and rear carriages, and finally determined.

And/or, when the target condition index is a car nodding, fig. 9 is one of the laser spot offset diagrams when the train condition index is a car nodding, corresponding to a zero-gradient scene, fig. 10 is the second laser spot offset diagram when the train condition index is a car nodding, corresponding to a scene with gradient 8.92934%o, and in combination with fig. 9 and fig. 10, the method comprises:

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

The wireless communication between the carriages is set to be bidirectional, and is bidirectional wireless laser communication at the moment, the wireless communicators are all laser communicators, and a wireless forward path formed between the transmitting ends of the wireless communicators and a wireless reverse path formed between the receiving ends of the wireless communicators can be respectively called as a wireless laser forward path and a wireless laser reverse path. Fig. 10 is a second view of the laser spot offset when the train condition index is the car nodding, and also can be understood as a right view when the relative gradient difference between the front car and the rear car is about 8.92934%o, which can cause the situation similar to nodding to occur in the front car and the rear car. In some extreme cases, the maximum gradient of the private line may be 30% There is a smooth rising gradient change process, and the slope cannot rise from zero gradient to 30 per mill gradient instantaneously. And under the length, width and height dimensions of the middle carriage of the train assumed by the application, when the relative gradient difference between the front carriage and the rear carriage is about 8.92934 per mill, the offset of the laser light spot in the Z-axis direction (along the vertical direction of the train) is about 111.607 mm, which is equivalent to the offset of the laser light spot in the Y-axis direction when the turning radius is 2800 m. Offset dz=l×0.5×tan (α), where L is the car length, α is the corresponding ramp angle for the ramp tan (α), tan (α) =l/r=25/28000= 0.00892857142857143, α= 0.5116 degrees. Dz=l 0.5×l/r=l ² /(2R) =25*25/(2*28000)=

0.111607142857143 m= 111.607 mm. Similarly, the offset of the front and rear vehicle laser spots are 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 Z-axis direction, and the offset of the laser spot generated by the backward laser path in the rear carriage in the Z-axis direction is similar, and thus is not shown.

and estimating the sinking and floating amplitude of the carriage according to the offset condition of the laser light spots.

The relative sinking and floating in the Z-axis direction (vertical direction) between the front and rear cars when the cars sink and float is similar to the relative yaw in the Y-axis direction between the front and rear cars, and is not repeated. The laser spots on the front carriage and the rear carriage are offset on different sides of the Z axis due to relative sinking and floating between the front carriage and the rear carriage in the Z axis direction, so that sinking and floating and nodding can be distinguished accordingly, and the sinking and floating amplitude is DZ.

And/or, when the target condition index is a car side roll, fig. 11 is a laser spot offset chart when the train condition index is a car side roll, and in combination with fig. 11, the method includes:

The wireless communication between the carriages is set to be bidirectional, and is bidirectional wireless laser communication at the moment, the wireless communicators are all laser communicators, and a wireless forward path formed between the transmitting ends of the wireless communicators and a wireless reverse path formed between the receiving ends of the wireless communicators can be respectively called as a wireless laser forward path and a wireless laser reverse path. Thus, the laser spot generated by the forward laser path should theoretically be directly above the laser spot generated by the reverse laser path. However, when there is a roll, as in fig. 11, the angle β between the red short solid line with length H and the red short dashed line with length H is equal to the vehicle body roll angle α, where H is the distance between the forward laser path and the backward laser path. Note that: even if the vehicle body rolls at a small angle, the displacement degree of the center of the pantograph can also change greatly along with the rolling direction. And finally, estimating the car roll amplitude according to the offset angle and the interval value.

The train condition index estimation method based on the train-following inspection communication system is applied to a scene that each wireless communicator communicates in a wireless laser communication mode, can fully and efficiently utilize each component of the train-following inspection communication system and the offset condition of laser light spots in each direction in a wireless communication light path, and can accurately estimate the train condition index condition by combining relevant parameters of a train carriage so as to timely find whether the train has abnormal dynamic conditions or not and remind relevant staff.

The present invention also provides an electronic device, fig. 12 is a schematic structural diagram of the electronic device provided by the present invention, and as shown in fig. 12, the electronic device may include: processor 1210, communication interface (Communications Interface), 1220, memory 1230 and communication bus 1240, wherein processor 1210, communication interface 1220 and memory 1230 communicate with each other via 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 index estimation method described above.

Specifically, when steps according to the train-following patrol communication method described above are implemented, 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 in which each of the wireless communicators communicates in a wireless laser communication mode, and the method includes:

determining a target condition index;

In addition, the logic instructions in the memory 1230 described above may be implemented in the form of software functional units and sold or used as a stand-alone product, stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the train-following communication method according to the embodiments of the present invention or the train condition index estimation method according to the embodiments described above. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or 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 implementation of steps according to the on-train inspection communication method as described above or the train condition index estimation method as described above.

acquiring train state monitoring data in real time;

determining a target condition index;

The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules can be selected according to actual needs to achieve the purpose of the embodiment of the invention. Those of ordinary skill in the art will understand and implement the present invention without undue burden.

From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the above technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as a ROM/RAM, a magnetic disk, an optical disk, etc., comprising several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the train-following communication method or the train condition index estimation method described above for each embodiment or some parts of the embodiments.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the 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 scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An on-train inspection communication system, comprising:

the wireless communicators comprise transmitting end receiving ends and wireless CPE modules, wireless forward paths are formed between the receiving ends of the adjacent wireless communicators, and wireless reverse paths are formed between the transmitting ends; the receiving end of one wireless communicator 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 the carriage where the mobile intelligent terminal is located so as to obtain the train state monitoring data in real time for a random operator to carry out train-following inspection;

wherein each wireless communicator 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 wireless communicator estimates the train condition index, and specifically comprises the following steps:

determining a target condition index;

estimating the target condition index based on the deviation condition of laser spots between a wireless forward path formed by two receiving ends of adjacent carriages and a wireless reverse path formed by two transmitting ends;

wherein, each wireless communicator communicates with wireless laser communication mode, specifically includes:

acquiring train state monitoring data in real time;

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 condition monitoring data includes bow net system condition monitoring and fault diagnosis data,

4. The on-train inspection communication system according to claim 3, wherein the mobile intelligent terminal is one of an intelligent handheld terminal and an intelligent wearable terminal.

5. The train-following inspection communication method is characterized by comprising the following steps of:

acquiring train state monitoring data in real time;

determining a target condition index;

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

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

8. A train condition index estimation method based on a train-following inspection communication system, which is characterized by being applied to a scene that each wireless communicator communicates in a wireless laser communication mode, and comprising the following steps:

determining a target condition index;

acquiring train state monitoring data in real time;

9. The method for estimating a train condition index based on a train-following inspection communication system according to claim 8, wherein the target condition index is one or more of a car vibration, a car rolling, a car yaw, a car nodding, a car floating and sinking, and a car rolling, respectively,

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

estimating the car nodding amplitude according to the deviation condition of the laser light spots, the length of the train car and the relative gradient angle of the front car and the rear car;

And estimating the rolling amplitude of the carriage according to the offset angle and the interval value.

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 5-7 or the train condition index estimation method according to any one of claims 8-9.