Train tail pipe wind pressure monitoring system

Abstract

The utility model discloses a train tail air pipe air pressure monitoring system, including the train tail air pipe air pressure measuring device and train driver's room monitoring device of mutual connection, train tail air pipe air pressure measuring device mainly comprises CPU module and the LoRa module, 4G LTE module, big dipper and GPS module, diffusion silicon fluid pressure sensor, walkie -talkie module, NFC near field communication module, big dipper short message module, power module that it connects, train driver's room monitoring device mainly comprises CPU module and the LoRa module, 4G LTE module, big dipper and GPS module, display, walkie -talkie module, NFC near field communication module, big dipper short message module, power module that it connects. Compared with prior art, the utility model has the characteristics of reasonable in design, reliable in performance, excellent in effect, and the communication reliability optimization, data synchronization and check ability promotion, hardware and system stability improvement, security and maintenance efficiency upgrading.

Description

Technical Field

[0001] This utility model belongs to the field of train wind pressure monitoring technology, and in particular relates to a train tail duct wind pressure monitoring system. Background Technology

[0002] Trains are required to have a rear-end air pressure monitoring device installed at the rear, and the crew member in the driver's cab must constantly check whether the rear air pressure value is within the prescribed range. However, existing train rear-end air pressure monitoring devices have the following main problems:

[0003] I. Communication Reliability Issues

[0004] Electromagnetic interference sensitivity: High-frequency pulses and surge voltages generated by internal equipment (such as inverters and relays) during operation can interfere with 800MHz / 400MHz frequency band communication through power supply and spatial electromagnetic radiation, resulting in failure or reduced success rate of tail-end wind pressure query.

[0005] Communication blind spot limitation: The system has signal coverage blind spots in specific areas (such as tunnels and mountainous areas), which makes it impossible to obtain tail wind pressure data before the train leaves the station, and manual breakthrough test is required.

[0006] Multi-train interference: When multiple trains are simultaneously on the same communication frequency band, the system is prone to signal crosstalk, which makes it impossible to accurately identify and match the "one-to-one" tail device, requiring manual intervention for troubleshooting.

[0007] II. System Stability Defects

[0008] Insufficient adaptability to dynamic environments: When the train travels at high speed, changes in air resistance at the rear cause air pressure fluctuations, resulting in delays or deviations in pressure gauge readings. This needs to be addressed by adjusting the train speed or optimizing the train's front design.

[0009] Data synchronization delay: After the decompression operation, if the air pressure reported by the main unit at the end of the train is inconsistent with the locomotive instrument display, the system cannot be calibrated in real time and manual confirmation is required, which affects the efficiency of train operation.

[0010] III. Functional Design Limitations

[0011] Insufficient anti-interference capability: The existing system lacks effective isolation measures against power supply interference (such as voltage fluctuations) and spatial electromagnetic radiation, and does not employ redundant signal transmission mechanisms.

[0012] Emergency handling relies on manual intervention: when communication fails, station personnel need to go to the rear of the train to conduct a brief test, and there is no automated fault switching or backup communication channel.

[0013] IV. Equipment Maintenance Complexity

[0014] Sensor calibration is cumbersome: After long-term use, sensors are easily affected by environmental factors (temperature, humidity), requiring frequent calibration to maintain measurement accuracy, but lack remote automatic calibration function.

[0015] The above-mentioned defects reflect the technical bottleneck of the current train tail wind pressure monitoring device under complex working conditions, and there is an urgent need to develop a new, reliable and superior train tail wind pressure monitoring product. Summary of the Invention

[0016] The technical problem to be solved by this utility model is to provide a train tail duct air pressure monitoring system that is reasonably designed, reliable in performance, and has excellent effect.

[0017] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0018] The train rear duct air pressure monitoring system includes interconnected train rear duct air pressure measuring devices and train driver's cab monitoring devices. The train rear duct air pressure measuring device mainly consists of a CPU module and its connected LoRa module, 4G-LTE module, Beidou and GPS module, diffused silicon fluid pressure sensor, walkie-talkie module, NFC near-field communication module, Beidou short message module, and power supply module. The train driver's cab monitoring device mainly consists of a CPU module and its connected LoRa module, 4G-LTE module, Beidou and GPS module, display, walkie-talkie module, NFC near-field communication module, Beidou short message module, and power supply module.

[0019] The air pressure measuring device in the rear duct of the train includes a 4G-LTE module with a rear camera module and three-SIM three-standby functionality.

[0020] In the air pressure measurement device at the rear of the train, the CPU module mainly includes a CPU, memory, and human-machine interaction equipment, while the power module mainly includes a lead-acid battery, a small solar photovoltaic panel, and a charging and discharging management system.

[0021] The 4G-LTE module in the train driver's cab monitoring device has a three-SIM three-standby function, and the display has a touch screen function.

[0022] In the train driver's cab monitoring device, the CPU module mainly includes a CPU, memory, and display interface module, while the power module includes a lead-acid battery, a switching power supply, and a charge / discharge management system.

[0023] The LoRa module and 4G-LTE module are equipped with metal shielding covers.

[0024] In the LoRa module, the LoRa antenna is an external IP67 rated copper vibrator fiberglass antenna.

[0025] The CPU module has a built-in AI inference engine.

[0026] To address the problems existing in current train rear duct air pressure monitoring equipment, the inventors have designed a train rear duct air pressure monitoring system, comprising an interconnected train rear duct air pressure measuring device and a train driver's cab monitoring device. The train rear duct air pressure measuring device mainly consists of a CPU module and its connected LoRa module, 4G-LTE module, Beidou and GPS module, diffused silicon fluid pressure sensor (i.e., duct air pressure measuring unit), walkie-talkie module, NFC near-field communication module, Beidou short message module, and power supply module. The train driver's cab monitoring device mainly consists of a CPU module and its connected LoRa module, 4G-LTE module, Beidou and GPS module, display, walkie-talkie module, NFC near-field communication module, Beidou short message module, and power supply module. Compared with existing technologies, this utility model train rear duct air pressure monitoring system has the characteristics of reasonable design, reliable performance, and excellent effect, as detailed below:

[0027] I. Communication Reliability Optimization

[0028] Dual-module redundant communication architecture: The LoRa module can utilize its ultra-long communication distance (15km under line-of-sight conditions) and strong penetration capability (-140dBm receiver sensitivity) to cover blind areas such as tunnels and mountains, ensuring basic communication links; the 4G-LTE module serves as a supplementary channel, providing high-bandwidth (>100Mbps) and low-latency (<50ms) real-time data transmission in areas with good signal coverage, prioritizing the transmission of emergency commands and verification information.

[0029] Blind spot retransmission mechanism: Wind pressure data that was not successfully transmitted locally (stored in the FLASH module of the high-performance CPU) can be automatically triggered to retransmit blind spot data by dynamically detecting signal strength through dual modules.

[0030] Anti-interference design: The LoRa spectrum can use a dynamic channel switching algorithm (based on RSSI detection) to avoid interference problems caused by multiple vehicles on the same frequency band; ferrite bead filters and TVS diodes can be added to the internal power module of the device to suppress surge voltage interference generated by the inverter / relay; a metal shield can be added to the LoRa / 4G module and the influence of spatial electromagnetic radiation can be reduced through independent grounding.

[0031] II. Improved Data Synchronization and Verification Capabilities

[0032] Real-time synchronization verification: Timestamp alignment enables millisecond-level time synchronization between the data acquisition nodes of the driver's cab and the tail equipment via a high-performance CPU, eliminating delays caused by dynamic air pressure fluctuations; Hash verification mechanism generates an air pressure data hash value every 10 seconds, and ensures data consistency through dual-channel cross-verification (avoiding the need for traditional manual calibration).

[0033] Automated recording and analysis: Edge computing preprocessing, the CPU can be equipped with an AI inference engine (such as an NPU module) to analyze wind pressure change trends in real time, automatically mark abnormal data and trigger alarms.

[0034] Historical data storage: Industrial-grade eMMC storage chips can be used to record complete operation logs by timestamp (supports SDK secondary development), which facilitates fault traceability after the fact.

[0035] III. Hardware and System Stability Improvements

[0036] Circuit optimization design: Redundant power supply architecture, using dual DC-DC power modules (automatic switching between master and backup), supporting wide voltage input (12-36VDC), avoiding the impact of voltage fluctuations during train start-up and shutdown; PCB layout optimization, with high-frequency signal lines and power lines routed separately to reduce crosstalk; LoRa antenna can use an external IP67-rated copper vibrator fiberglass antenna to improve signal stability.

[0037] Enhanced environmental adaptability: The temperature and humidity compensation algorithm can dynamically correct the wind pressure measurement value through sensor data (compensation range: -40℃~85℃), reducing accuracy drift caused by long-term use.

[0038] Mechanical vibration resistance design: The equipment shell can be made of aluminum alloy frame + silicone shock-absorbing pads to meet the EN 61373 railway vibration standard.

[0039] IV. Upgrades in Security and Maintenance Efficiency

[0040] Encryption and Security Protection: LoRaWAN end-to-end encryption uses the AES-128 algorithm to encrypt wind pressure data, preventing forged message attacks; dynamic key updates automatically refresh the communication key every 24 hours through the 4G-LTE channel, reducing the risk of long-term key leakage.

[0041] Remote maintenance function: OTA firmware upgrade, which can use the 4G network to remotely update the device firmware and supports differential upgrade to reduce traffic consumption; self-diagnostic system, the CPU can periodically scan the module status (such as signal strength, battery life), and automatically generate a diagnostic report and push it to the operation and maintenance platform when abnormalities occur. Attached Figure Description

[0042] Fig. 1 This is a schematic diagram of the structure of the train tail duct air pressure measuring device in the train tail duct air pressure monitoring system of this utility model.

[0043] Fig. 2 This is a schematic diagram of the structure of the monitoring device in the train driver's cab of the train tail duct air pressure monitoring system of this utility model.

[0044] Fig. 3This is a schematic diagram of the communication principle of the train tail duct air pressure monitoring system of this utility model. Detailed Implementation

[0045] I. Basic Structure

[0046] like Figs. 1-3 As shown, the train tail duct air pressure monitoring system of this utility model includes a train tail duct air pressure measuring device and a train driver's cab monitoring device that are connected to each other. Among them,

[0047] The air pressure measurement device for the rear duct of the train mainly consists of a CPU module and its connected LoRa module, 4G-LTE module, Beidou and GPS module, diffused silicon fluid pressure sensor, walkie-talkie module, NFC near-field communication module, Beidou short message module, and power supply module; the 4G-LTE module has a rear camera module and has triple SIM triple standby function; in the air pressure measurement device for the rear duct of the train, the CPU module mainly includes a CPU, memory and human-machine interaction device, and the power supply module mainly includes a lead-acid battery, a small solar photovoltaic panel and a charging and discharging management system.

[0048] The train driver's cab monitoring device mainly consists of a CPU module and its connected LoRa module, 4G-LTE module, Beidou and GPS module, display, walkie-talkie module, NFC near-field communication module, Beidou short message module, and power supply module. The 4G-LTE module has three-SIM three-standby functionality, and the display has a touchscreen function. In the train driver's cab monitoring device, the CPU module mainly includes a CPU, memory, and display interface module, and the power supply module includes a lead-acid battery, switching power supply, and charging and discharging management system.

[0049] In addition, the LoRa module and 4G-LTE module are equipped with metal shielding covers; in the LoRa module, the LoRa antenna adopts an external IP67-rated copper vibrator fiberglass antenna. The CPU module has a built-in AI inference engine.

[0050] Table 1. Reference Market Sources for Components of Train Rear Air Duct Pressure Measurement Device

[0051]

[0052]

[0053] Table 2. List of Reference Market Sources for Train Driver's Cab Monitoring Device Components

[0054]

[0055] II. Main Functions

[0056] 2.1 Air pressure measuring device for the rear ventilation duct of the train

[0057] ①. CPU module – used to read information from the electronic digital barometer and write it into the memory. At the same time, it transmits information such as the air pressure in the duct to the monitoring device in the train driver's cab of the train traction head by controlling the LoRa module, 4G-LTE module, etc. ②. LoRa module – equipped with a high-frequency power amplifier, generally used to send the measurement data of the air pressure in the air duct at the rear of the train, and occasionally used to receive some instructions sent by the equipment in the driver's cab.

[0058] ③. 4G-LTE module - It connects to the three major domestic telecommunications operators at the same time, thereby reducing the probability of not having a 4G signal. At the same time, the camera built into this module can act as a rearview mirror for the train, and the image or video information is transmitted by 4G-LTE.

[0059] ④. Beidou and GPS module – used to determine the location information of the rear of the train (the last carriage);

[0060] ⑤. Diffused silicon fluid pressure sensor (i.e., duct pressure measurement unit) - mainly composed of electronic digital barometer, which can accurately measure the parameters of duct pressure;

[0061] ⑥. Walkie-talkie module – used for communication with older duct pressure measurement equipment;

[0062] ⑦. NFC Near Field Communication Module - Used to pair with the corresponding equipment in the driver's cab. When entering pairing mode, simply bring the device close to the equipment in the driver's cab for automatic pairing (because the wind pressure measuring device hanging at the rear of the train is connected to the equipment channel in the driver's cab).

[0063] ⑧. Beidou Short Message Module – This module is designed for future upgrades to Beidou short message communication, enabling communication using satellites of the Beidou Global Positioning System.

[0064] ⑨. Power module – provides power to the air pressure measuring device in the rear air duct of the train, which is attached to the rear of the train. It has a charging interface and also supports solar power.

[0065] 2.2 Train driver's cab monitoring device

[0066] ①. CPU module – used to control, receive, and analyze data information received by various communication modules, and to process the received data.

[0067] The corresponding air pressure information of the air duct at the rear of the train is stored in chronological order, and this module is also responsible for driving...

[0068] Display screens, etc.;

[0069] ②. LoRa module – equipped with a high-frequency power amplifier, typically used to receive air pressure data from the rear ventilation duct of a train.

[0070] The data is used occasionally to send instructions to equipment at the rear of the train.

[0071] ③. 4G-LTE module – Connects simultaneously to the three major domestic telecommunications operators, thereby reducing the chance of not having 4G signal.

[0072] The module also receives image information from the 4G-LTE air pressure measuring device attached to the air duct at the rear of the train and hands it over to the CPU for processing.

[0073] ④. Beidou and GPS module – used to determine the position information of the train head (locomotive head);

[0074] ⑤. Display – Used to display parameters such as air pressure in the rear ventilation ducts of the train, as well as the reversing camera and equipment boxes at the rear of the train.

[0075] Images captured by the camera;

[0076] ⑥. Walkie-talkie module – used for communication with older duct pressure measurement equipment;

[0077] ⑦. NFC Near Field Communication Module – Used for pairing with corresponding devices attached to the rear of the train. When entering the pairing mode…

[0078] During this process, simply bringing the equipment to be attached to the rear of the train close to the equipment in the driver's cab will automatically align (because it is attached to...).

[0079] The air pressure measuring device at the rear of the train is connected to the equipment channel in the driver's cab.

[0080] ⑧. BeiDou Short Message Module – Used for future upgrades to BeiDou short message communication, leveraging BeiDou global positioning.

[0081] The system communicates via satellite;

[0082] 9. Power Module – This module converts the 220V voltage in the train driver's cab to the voltage required by the device, and also has a…

[0083] Some of the electrical energy is used to charge the backup battery for emergency use in case of power failure.

[0084] III. Work Process

[0085] like Fig. 1 As shown, this utility model's train tail duct air pressure monitoring system transmits the air pressure values ​​of the train tail duct to the locomotive driver's cab via multiple channels (LoRa, 4G network, and BeiDou satellite short message communication). Its working process is roughly as follows:

[0086] First, the train's rear duct air pressure measuring device (i.e., the equipment box for measuring air pressure signals at the rear of the train) must be paired with the train driver's cab monitoring device (i.e., the equipment in the locomotive driver's cab). There are three pairing methods: First, enter the train's rear duct air pressure measuring device number on the touchscreen display of the train driver's cab monitoring device and use LoRa broadcast pairing commands to pair. Second, the method is similar to the first: enter the train's rear duct air pressure measuring device number on the touchscreen display of the train driver's cab monitoring device and use a 4G signal to contact the management server inside the railway station to pair. Third, use a mobile phone with NFC near-field communication function (the phone comes pre-installed with a corresponding APP), launch the mobile APP, set it to code mode, and bring it close to both the train driver's cab monitoring device and the train's rear duct air pressure measuring device. After pairing is completed, the mobile APP will display that pairing is complete.

[0087] Next, the train driver's cab monitoring device and the train rear duct air pressure measuring device enter automatic operation mode. Under normal circumstances, the train rear duct air pressure measuring device continuously transmits duct air pressure information to the train driver's cab monitoring device using the LoRa channel every 60 seconds. When the train driver's cab monitoring device receives the air pressure signal, it sends back an acknowledgment signal to the train rear duct air pressure measuring device. If the train driver's cab monitoring device does not receive the air pressure signal from the train rear duct air pressure measuring device for a certain period of time, scenario one: the CPU module in the train driver's cab monitoring device instructs its 4G-LTE module to send a command to the train rear duct air pressure measuring device to read the duct air pressure signal (with time). In scenario one, a time stamp is used to indicate the starting time point for transmitting compressed air. Upon receiving this instruction, the air pressure measuring device at the rear of the train transmits the air pressure information through its 4G module. In extreme cases, such as when the train driver's cab monitoring device receives the air pressure signal from the air pressure measuring device at the rear of the train but cannot contact any 4G base stations, the CPU module in the train driver's cab monitoring device will instruct its BeiDou short message communication module to contact the BeiDou satellite in the sky. A data path will then be established between the BeiDou satellite and the railway station server. The server will then send an instruction (also with a time stamp to indicate the starting time point for transmitting compressed air) to the corresponding air pressure measuring device at the rear of the train via the BeiDou satellite. In scenarios one and two, if the two devices are paired and the LoRa channel has been restored to normal, they will automatically switch to using the LoRa channel for normal communication.

[0088] In addition, this utility model system has an important function: before the train departs or when encountering certain situations, if the train driver needs to observe the situation behind the rear of the train, he can use the touch screen in the train driver's cab monitoring device to send a command to the air pressure measuring device in the rear air duct of the train to view the video. At this time, the camera module in the air pressure measuring device in the rear air duct of the train will transmit the captured image to the train driver's cab monitoring device and display it on the monitor.

Claims

1. A train tail duct air pressure monitoring system, characterized in that... The system includes an interconnected air pressure measuring device for the rear duct of the train and a monitoring device for the train driver's cab. The air pressure measuring device for the rear duct of the train mainly consists of a CPU module and its connected LoRa module, 4G-LTE module, Beidou and GPS module, diffused silicon fluid pressure sensor, walkie-talkie module, NFC near-field communication module, Beidou short message module, and power supply module. The monitoring device for the train driver's cab mainly consists of a CPU module and its connected LoRa module, 4G-LTE module, Beidou and GPS module, display, walkie-talkie module, NFC near-field communication module, Beidou short message module, and power supply module.

2. The train tail duct air pressure monitoring system according to claim 1, characterized in that: The train tail duct air pressure measuring device includes a 4G-LTE module with a rear camera module and a triple-SIM triple-standby function.

3. The train tail duct air pressure monitoring system according to claim 2, characterized in that: The air pressure measuring device at the rear of the train mainly includes a CPU, a memory, and a human-machine interface device in the CPU module, and a power supply module mainly includes a lead-acid battery, a small solar photovoltaic panel, and a charge and discharge management system.

4. The train tail duct air pressure monitoring system according to claim 1, characterized in that: The train driver's cab monitoring device includes a 4G-LTE module with three SIM cards and three standby functions, and a display with a touch screen.

5. The train tail duct air pressure monitoring system according to claim 4, characterized in that: The train driver's cab monitoring device includes a CPU module, a memory module, and a display interface module, and a power module including a lead-acid battery, a switching power supply, and a charging and discharging management system.

6. The train tail duct air pressure monitoring system according to claim 1, characterized in that: The LoRa module and 4G-LTE module are equipped with metal shielding covers.

7. The train tail duct air pressure monitoring system according to claim 6, characterized in that: In the LoRa module, the LoRa antenna is an external IP67 grade copper vibrator fiberglass antenna.

8. The train tail duct air pressure monitoring system according to claim 1, characterized in that: The CPU module has a built-in AI inference engine.

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