Urban rail vehicle early warning model verification system

Abstract

The invention discloses an urban rail vehicle early warning model verification system which comprises a hardware level and a software level, the hardware level comprises a vehicle-ground wireless host and a data simulation terminal, the vehicle-ground wireless host supports a communication system protocol and is used for establishing a data transmission channel with an urban rail vehicle through a protocol port, and the data simulation terminal is used for simulating the data transmission channel. The data simulation terminal transmits MVB control network data and Ethernet train maintenance network data based on the data transmission channel; and the software level completes early warning model verification according to the MVB control network data, the Ethernet train maintenance network data and the time variable. The vehicle-ground wireless host is adopted to realize data transmission and ground connection based on a communication protocol, related data can be simulated and transmitted, a sensor does not need to be disassembled, and the verification efficiency is improved. A lot of time and manpower are saved. Moreover, through a software-level early warning model verification function and in combination with a hardware-level data transmission channel, the model can be conveniently subjected to iterative verification for many times.

Description

Technical Field

[0001] The present application relates to the field of urban rail vehicle fault prediction, and specifically to an urban rail vehicle early warning model verification system. Background Art

[0002] Urban rail vehicle operation, maintenance, and inspection are key to ensuring the stable operation of urban public transportation systems. Regular inspections and maintenance can help identify and resolve potential problems, prevent minor faults from becoming major incidents, and ensure the stable operation of rail vehicle systems. Currently, existing technologies often use verification model technology to test urban rail vehicles, but this presents numerous challenges:

[0003] The transformer oil temperature model and the traction converter water temperature anomaly model in the traction system use simulated variables, and the sensors cannot be removed for on-site verification. The models are verified by long-term tracking and data trend analysis, which is not accurate and requires long-term tracking. The cooling anomaly model and the heating anomaly model in the air-conditioning system both use speed and occupancy rate. To verify such models in the vehicle depot, it is necessary to coordinate with the electric passenger car driver to move the vehicle to the dynamic adjustment test line. The model logic is complex and iterative verification cannot be achieved. The battery temperature anomaly in the battery management system (BMS) is based on the data collected by the temperature sensor for early warning judgment. The sensor needs to be disassembled for heating verification, which requires the cooperation of multiple people. It is not convenient for repeated verification operations and there is a risk of damaging the sensor. Models such as the tread dB value and bearing temperature of the running gear system cannot be verified. Ethernet is used for data landing, which has the risk of false alarms and affects inspection and maintenance operations. Summary of the Invention

[0004] In view of this, the present invention provides a system for verifying an urban rail vehicle early warning model. Specifically, the technical solution of this application is:

[0005] Including hardware level and software level,

[0006] The hardware level includes a vehicle-to-ground wireless host and a data simulation terminal. The vehicle-to-ground wireless host supports the communication system protocol and is used to establish a data transmission channel with the urban rail vehicle through the protocol port. The data simulation terminal transmits MVB control network data and Ethernet train maintenance network data based on the data transmission channel.

[0007] The software level completes early warning model verification based on the MVB control network data, Ethernet train maintenance network data and time variables.

[0008] According to a preferred embodiment, the data transmission channel performs data transmission only when a prerequisite is met, and the prerequisite complies with the logic of the urban rail vehicle early warning model verification system, including various state variables.

[0009] Furthermore, the MVB control network data includes data of the following systems: TCMS system, traction system, charger, PIDS system, braking system, air conditioning system, door system, pyrotechnics system, bow-net detection system, running gear online monitoring system, battery system, and track intelligent inspection system; the Ethernet train maintenance network data includes data of the following systems: braking system, air conditioning system, door system, pyrotechnics system, information security protection system, bow-net detection system, running gear online monitoring system, battery monitoring system, and track intelligent inspection system.

[0010] According to a preferred embodiment, the MVB control network data is 4kB / s / train, and when the Ethernet train maintenance network data does not include the pantograph-catenary detection system, it is 754kB / s / train.

[0011] According to a preferred embodiment, the hardware level includes a data simulation device and an interface display device. The data simulation device includes the vehicle-ground wireless host, a data simulation terminal and a power supply device. The interface display device includes a host computer, a data interaction module and a status display module.

[0012] Furthermore, the software level includes MVB simulation PTU, Ethernet data PTU and PHM intelligent operation and maintenance system,

[0013] The MVB simulation PTU is responsible for simulating the MVB control network data in real time.

[0014] The Ethernet data PTU is responsible for transmitting Ethernet train maintenance network data, and performing IP settings, protocol import and data synchronization.

[0015] The PHM intelligent operation and maintenance system receives data from the MVB simulation PTU and Ethernet data PTU, performs parameter query and drawing, early warning model transcoding and deployment, and data detection and analysis.

[0016] Furthermore, the data transmission channel is unidirectional, and data does not flow back to the urban rail vehicle.

[0017] Furthermore, in the software level:

[0018] The MVB simulates PTU to write MVB configuration, including setting port address, F_code, period and port configuration, then writes MVB port value, sets port address, port status, F_code and port configuration again, and then sends data to the PHM intelligent operation and maintenance system. If the transmission is successful, wait for the early warning to be issued; if it fails, troubleshoot the problem;

[0019] The Ethernet data PTU transmits the Ethernet train maintenance network data to the PHM intelligent operation and maintenance system.

[0020] Furthermore, the MVB simulated PTU also includes a duration port, which is used as a prerequisite for successful transmission to achieve time synchronization.

[0021] Furthermore, the duration port includes: VCU heartbeat, VCU heartbeat time, train number, valid train number, valid time, time setting holding time and holding time.

[0022] The present invention uses a vehicle-to-ground wireless host to achieve data transmission and landing based on a communication protocol. It can simulate the transmission of relevant data without the need to disassemble the sensor, which greatly saves the preparation time before verification and improves the verification efficiency and accuracy. There is no need to refresh the software and perform operations on the vehicle, avoiding the coordination of multiple departments, saving a lot of time and manpower. In addition, through the software-level early warning model verification function, combined with the hardware-level data transmission channel, the model can be easily iterated and verified multiple times. After each modification of the model, it can be quickly verified using simulation data, and problems with the model can be discovered and optimized in a timely manner, which speeds up the model improvement process. At the same time, the faults verified by the model are only reported in the simulation, and there is no need to wait for the mainline vehicle to return to the depot for on-site operations, which improves the verification efficiency and reduces the possible impact on the mainline operating vehicles. There are no false alarms, and the test data can be saved and exported for centralized processing, which is conducive to further analysis of the data. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of the composition of an urban rail vehicle early warning model verification system of the present invention;

[0024] Figure 2 This is a data sending flow chart when the MVB simulation PTU in the present invention is responsible for real-time simulation of the MVB control network data. DETAILED DESCRIPTION

[0025] Urban rail vehicle operation, maintenance, and inspection are key to ensuring the stable operation of urban public transportation systems. Regular inspections and maintenance can help identify and resolve potential problems, prevent minor faults from becoming major incidents, and ensure the stable operation of rail vehicle systems. Currently, existing technologies often use verification model technology to test urban rail vehicles, but this presents numerous challenges:

[0026] The transformer oil temperature model and the traction converter water temperature anomaly model in the traction system use simulated variables, and the sensors cannot be removed for on-site verification. The models are verified by long-term tracking and data trend analysis, which is not accurate and requires long-term tracking. The cooling anomaly model and the heating anomaly model in the air-conditioning system both use speed and occupancy rate. To verify such models in the vehicle depot, it is necessary to coordinate with the electric passenger car driver to move the vehicle to the dynamic adjustment test line. The model logic is complex and iterative verification cannot be achieved. The battery temperature anomaly in the battery management system (BMS) is based on the data collected by the temperature sensor for early warning judgment. The sensor needs to be disassembled for heating verification, which requires the cooperation of multiple people. It is not convenient for repeated verification operations and there is a risk of damaging the sensor. Models such as the tread dB value and bearing temperature of the running gear system cannot be verified. Ethernet is used for data landing, which has the risk of false alarms and affects inspection and maintenance operations.

[0027] In view of this, the present invention provides a system for verifying an urban rail vehicle early warning model. To make the objectives, technical solutions, and advantages of the embodiments of this application more clear, the various embodiments of this application will be described in detail below with reference to the accompanying drawings. However, those skilled in the art will appreciate that many technical details are provided in each embodiment of this application to help readers better understand this application. However, even without these technical details and the various changes and modifications based on the following embodiments, the technical solutions claimed in this application can be implemented.

[0028] In the following description, for the purpose of illustrating the various disclosed embodiments, certain specific details are set forth in order to provide a thorough understanding of the various disclosed embodiments. However, those skilled in the relevant art will recognize that the embodiments may be practiced without one or more of these specific details. In other cases, well-known devices, structures, and techniques associated with this application may not be shown or described in detail to avoid unnecessarily obscuring the description of the embodiments.

[0029] Unless the context requires otherwise, throughout the specification and claims, the word "comprise" and variations such as "include" and "have" should be construed in an open, inclusive sense, that is, should be interpreted to mean "including, but not limited to."

[0030] The following will describe in detail the various embodiments of the present application in conjunction with the accompanying drawings to provide a clearer understanding of the purpose, features, and advantages of the present application. It should be understood that the embodiments shown in the accompanying drawings are not intended to limit the scope of the present application, but are only intended to illustrate the essential spirit of the technical solution of the present application.

[0031] Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. Thus, the appearances of "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any manner in one or more embodiments.

[0032] Specifically, such as Figure 1 As shown, in one embodiment of the application, the present invention provides a city rail vehicle early warning model verification system including hardware level and software level,

[0033] The hardware level includes a vehicle-to-ground wireless host (WTD host) and a data simulation terminal. The vehicle-to-ground wireless host supports the communication system protocol and is used to establish a data transmission channel with the urban rail vehicle through the protocol port. The data simulation terminal transmits MVB control network data and Ethernet train maintenance network data based on the data transmission channel.

[0034] The software level completes early warning model verification based on the MVB control network data, Ethernet train maintenance network data and time variables.

[0035] Among them, the communication system protocols include: MVB (Multifunction Vehicle Bus) protocol, which is used to connect various subsystems and equipment on the train, such as traction system, braking system, air-conditioning system, etc.; Ethernet protocol, which is used to transmit vehicle maintenance data, such as equipment fault information, performance parameters, etc.; 5G communication protocol, etc.

[0036] Among them, the vehicle-ground wireless host can be connected to the communication system of the urban rail vehicle through the above-mentioned communication system protocol to transmit various monitoring data inside the vehicle (such as data of the traction system, air-conditioning system, battery management system, etc.) to the data transmission channel in real time.

[0037] The present invention uses a vehicle-to-ground wireless host to achieve data transmission and landing based on a communication protocol. It can simulate the transmission of relevant data without the need to disassemble the sensor, which greatly saves the preparation time before verification and improves the verification efficiency and accuracy. There is no need to refresh the software and perform operations on the vehicle, avoiding the coordination of multiple departments, saving a lot of time and manpower. In addition, through the software-level early warning model verification function, combined with the hardware-level data transmission channel, the model can be easily iterated and verified multiple times. After each modification of the model, it can be quickly verified using simulation data, and problems with the model can be discovered and optimized in a timely manner, which speeds up the model improvement process. At the same time, the faults verified by the model are only reported in the simulation, and there is no need to wait for the mainline vehicle to return to the depot for on-site operations, which improves the verification efficiency and reduces the possible impact on the mainline operating vehicles. There are no false alarms, and the test data can be saved and exported for centralized processing, which is conducive to further analysis of the data.

[0038] Furthermore, the data transmission channel will only transmit data when the prerequisites are met, and it is necessary to meet the two protocols of the port protocol and the vehicle-ground protocol port. The prerequisites include various state variables. For example, in one embodiment, the following must be met: vehicle occupancy rate, vehicle temperature, and vehicle speed. Ensure that the air-conditioning system is in cooling state; vehicle occupancy rate ≤ 100%, and the absolute value of the indoor temperature-temperature setting value is greater than 3°C; or vehicle occupancy rate > 100%, and the absolute value of the indoor temperature-temperature setting value is greater than 5°C; vehicle occupancy rate ≤ 100%, and the indoor temperature is greater than 28°C; or vehicle occupancy rate > 100%, and the indoor temperature is greater than 30°C. And the vehicle speed is required to be greater than 5km / h.

[0039] By setting prerequisites such as occupancy rate, interior temperature, and vehicle speed, the logic of transmitted data can be ensured to fully meet the expected logic of the early warning model. Verification can be performed by simulating vehicle numbers without affecting the vehicle's ongoing operation. Data is transmitted only when the necessary conditions are met. This helps accurately obtain data relevant to early warning model verification. For example, when the air conditioning system is in cooling mode and the interior temperature differs significantly from the set value, it may indicate that the system is under heavy load or operating abnormally. In this case, the transmitted data can more accurately reflect the cooling performance of the air conditioning system and whether there are potential faults, providing a valid data sample for early warning model verification. This also ensures the validity of data from other devices and systems.

[0040] Furthermore, the MVB control network data includes data of the following systems: TCMS system, traction system, charger, PIDS system, braking system, air conditioning system, door system, pyrotechnics system, bow-net detection system, running gear online monitoring system, battery system, and track intelligent inspection system; the Ethernet train maintenance network data includes data of the following systems: braking system, air conditioning system, door system, pyrotechnics system, information security protection system, bow-net detection system, running gear online monitoring system, battery monitoring system, and track intelligent inspection system.

[0041] The MVB control network data covers key systems of urban rail vehicles, while the Ethernet train maintenance network data also includes systems closely related to vehicle maintenance. By incorporating data from these numerous systems into the data transmission scope, a comprehensive understanding of the operating status of all vehicle components is achieved.

[0042] Furthermore, the MVB control network data is 4kB / s / train, and when the Ethernet train maintenance network data does not include the pantograph detection system, it is 754kB / s / train.

[0043] The MVB control network primarily transmits basic operating status data for key equipment, such as traction / braking commands and status information for the traction system, brake pressure and status for the brake system, and door opening and closing status for the door system. This data is typically relatively concise and updated at a fixed frequency, primarily for real-time vehicle control and basic status monitoring. Given the relatively small data volume, a transmission rate of 4 kB / s / column is sufficient.

[0044] Ethernet train maintenance network data (excluding the pantograph and catenary inspection system): The Ethernet train maintenance network transmits a richer and more diverse range of data types. This includes detailed operating parameters such as the air conditioning system's setpoint temperature, actual temperature, and cooling / heating mode; detailed fault diagnosis information for the braking system; and motor currents and fault codes for the door system. This data is used not only for real-time monitoring but also for vehicle maintenance and fault diagnosis. Furthermore, its relatively high data update frequency requires greater bandwidth to ensure data timeliness and integrity. A rate of 754kB / s / column effectively meets these transmission requirements.

[0045] The pantograph-catenary inspection system primarily monitors, in real time, parameters such as the contact status between the pantograph and the catenary, the pantograph's lifting pressure, and the catenary's voltage and current. This data requires not only high-precision acquisition but also a high update frequency to ensure timely detection of abnormal contact between the pantograph and the catenary, thus ensuring the safety of the train's power supply. Therefore, the amount of data generated by the pantograph-catenary inspection system is significantly greater than that of other systems. Including this data in the Ethernet train maintenance network would significantly increase the total bandwidth required for data transmission.

[0046] Furthermore, the hardware level includes a data simulation device and an interface display device. The data simulation device includes the vehicle-ground wireless host, a data simulation terminal, and a power supply device. The interface display device includes a host computer, a data interaction module, and a status display module. This allows for the storage of large amounts of historical and real-time data to facilitate subsequent data query, statistics, and analysis. The data is converted and adapted to meet the host computer's data format requirements, and the operating status of each vehicle system and the verification results of the warning model are displayed in real time in an intuitive manner, such as graphically.

[0047] Furthermore, the software level includes MVB simulation PTU (Protocol Test Unit), Ethernet data PTU and PHM (Predictive Health Management) intelligent operation and maintenance system;

[0048] The MVB simulation PTU is responsible for simulating the MVB control network data in real time;

[0049] The Ethernet data PTU is responsible for transmitting Ethernet train maintenance network data and performing IP settings, protocol import and data synchronization;

[0050] The PHM intelligent operation and maintenance system receives data from the MVB simulation PTU and Ethernet data PTU, performs parameter query and drawing, early warning model transcoding and deployment, and data detection and analysis.

[0051] Furthermore, the data transmission channel is unidirectional, and data does not flow back to the urban rail vehicle.

[0052] In the urban rail vehicle early warning model verification system, the primary purpose of data transmission is to obtain monitoring data from the vehicle for use in early warning model verification and fault diagnosis on the ground. The vehicle's own control system already meets the command and data requirements for normal operation, eliminating the need to receive additional commands or data through this data transmission channel. A one-way data transmission channel can focus on transmitting critical vehicle operational data to the ground for timely analysis and processing, thus avoiding interference with normal vehicle operation or even undermining the independence of the vehicle's control system.

[0053] Furthermore, in the software level:

[0054] The MVB simulates the PTU and writes the MVB configuration, such as Figure 2 As shown, it includes setting the port address, F_code, cycle and port configuration. After the setting is completed, the MVB port value is written, the port address, port status, F_code and port configuration are set again, and then the data is sent to the PHM intelligent operation and maintenance system. If the sending is successful, wait for the early warning to be issued. If it fails, troubleshoot the problem;

[0055] By configuring these parameters, you can ensure that data is transmitted according to the correct format and rules. The port address determines the target location for data transmission, the F_code identifies the data type and function, the period determines the frequency of data transmission, and the port configuration defines the specific properties and behavior of the port. After completing the initial configuration, write specific MVB port values, a key step in simulating MVB data in an actual vehicle system.

[0056] The Ethernet data PTU transmits the Ethernet train maintenance network data to the PHM intelligent operation and maintenance system.

[0057] Furthermore, the MVB simulation PTU also includes a duration port, which is used as a prerequisite for successful transmission to achieve time synchronization, including: VCU (Vehicle Control Unit) heartbeat, VCU heartbeat time, train number, valid train number, valid time, time setting hold time and hold time.

[0058] The duration port is used to ensure that the data transmission process meets certain time requirements. Only when the data is correctly transmitted within the specified time can it be considered sent successfully, thereby ensuring the reliability and stability of data transmission.

[0059] The above is a detailed introduction to a city rail vehicle warning model verification system provided by an embodiment of the present application. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of this application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the claims of this application.

[0060] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0061] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

Claims

1. A city rail vehicle early warning model verification system, characterized in that: Including hardware level and software level, The hardware level includes a vehicle-to-ground wireless host and a data simulation terminal. The vehicle-to-ground wireless host supports the communication system protocol and is used to establish a data transmission channel with the urban rail vehicle through the protocol port. The data simulation terminal transmits MVB control network data and Ethernet train maintenance network data based on the data transmission channel. The software level completes early warning model verification based on the MVB control network data, Ethernet train maintenance network data and time variables.

2. The urban rail vehicle early warning model verification system according to claim 1, characterized in that: The data transmission channel performs data transmission only when a prerequisite is met, and the prerequisite complies with the logic of the urban rail vehicle early warning model verification system, including various state variables.

3. The urban rail vehicle early warning model verification system according to claim 2, characterized in that: The MVB control network data includes data of the following systems: TCMS system, traction system, charger, PIDS system, braking system, air conditioning system, door system, pyrotechnics system, pantograph detection system, running gear online monitoring system, battery system, and track intelligent inspection system; the Ethernet train maintenance network data includes data of the following systems: braking system, air conditioning system, door system, pyrotechnics system, information security protection system, pantograph detection system, running gear online monitoring system, battery monitoring system, and track intelligent inspection system.

4. The urban rail vehicle early warning model verification system according to claim 3, characterized in that: The MVB control network data is 4kB / s / train, and the Ethernet train maintenance network data is 754kB / s / train when it does not include the bow network detection system.

5. The urban rail vehicle early warning model verification system according to claim 4, characterized in that: The hardware level includes a data simulation device and an interface display device. The data simulation device includes the vehicle-ground wireless host, a data simulation terminal and a power supply device. The interface display device includes a host computer, a data interaction module and a status display module.

6. The urban rail vehicle early warning model verification system according to claim 5, characterized in that: The software level includes MVB simulation PTU, Ethernet data PTU and PHM intelligent operation and maintenance system, The MVB simulation PTU is responsible for simulating the MVB control network data in real time. The Ethernet data PTU is responsible for transmitting Ethernet train maintenance network data, and performing IP settings, protocol import and data synchronization. The PHM intelligent operation and maintenance system receives data from the MVB simulation PTU and Ethernet data PTU, performs parameter query and drawing, early warning model transcoding and deployment, and data detection and analysis.

7. The urban rail vehicle early warning model verification system according to claim 6, characterized in that: The data transmission channel is unidirectional, and data does not flow back to the urban rail vehicle.

8. The urban rail vehicle early warning model verification system according to claim 7, characterized in that: In the software level: The MVB simulates PTU to write MVB configuration, including setting port address, F_code, period and port configuration, then writes MVB port value, sets port address, port status, F_code and port configuration again, and then sends data to the PHM intelligent operation and maintenance system. If the transmission is successful, wait for the early warning to be issued; if it fails, troubleshoot the problem; The Ethernet data PTU transmits the Ethernet train maintenance network data to the PHM intelligent operation and maintenance system.

9. The urban rail vehicle early warning model verification system according to claim 8, characterized in that: The MVB simulated PTU further includes a duration port, which is used as a prerequisite for successful transmission to achieve time synchronization.

10. The urban rail vehicle early warning model verification system according to claim 9, characterized in that: The duration port includes: VCU heartbeat, VCU heartbeat time, train number, valid train number, valid time, time setting holding time and holding time.

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