Medium and low speed maglev train and its suspension system monitoring device and time calibration method

Abstract

The present invention discloses a medium and low speed maglev train, a monitoring device for its levitation system, and a time calibration method. The monitoring device for the levitation system includes two CAN network communication modules; each of the CAN network communication modules includes two CAN communication interfaces; one of the CAN communication interfaces of the first CAN network communication module is connected to the first terminal node of the levitation network, and the other CAN communication interface is connected to the train network control system. One of the CAN communication interfaces of the second CAN network communication module is connected to the second terminal node of the levitation network, and the other CAN communication interface is connected to the train network control system; the monitoring device for the levitation system forms a levitation data record file by aligning with the train vehicle network broadcast time frame, records and transmits levitation network data. The present invention improves the train operation safety level.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, in particular to a medium and low speed maglev train, a suspension system monitoring device thereof, and a time calibration method. Background Art

[0002] The most significant feature of the medium and low speed maglev train is that its maximum speed does not exceed 160 km / h, it can adapt to running on steep slopes and sharp curves, and is especially suitable for short-distance operation within cities or on tourist special lines.

[0003] Currently, the medium and low speed maglev trains mainly adopt the 2MC+M formation mode. Each vehicle has an independent vehicle network and a suspension control system. The suspension control system of each vehicle consists of 20 suspension controller nodes. Every four suspension controller nodes form 1 suspension frame, and four suspension frames form the electrical structure of the suspension system of one vehicle. The main network of the vehicle network conducts responsive networking through MVB communication to ensure the reliability of the vehicle network architecture. The slave network builds the suspension network architecture through CAN communication to realize the functional network division of the suspension debugging network and the diagnosis network.

[0004] As a key system of the medium and low speed maglev train, the research on the stability of the train suspension and related suspension technologies has always been the focus and also the technical difficulty concerned by relevant maglev train technology countries at home and abroad. Moreover, the methods and devices providing comprehensive big data support for the train suspension stability and related technologies have not yet formed a professional system, and currently the maglev train technology is still in the in-depth research stage, and there is an urgent need for technological breakthrough and innovation. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a medium and low speed maglev train, a suspension system monitoring device thereof, and a time calibration method, aiming at the deficiencies of the prior art, so as to improve the operation safety level of the train.

[0006] To solve the above technical problem, the technical solution adopted by the present invention is: a suspension system monitoring device for a medium and low speed maglev train, including two CAN network communication modules; each of the CAN network communication modules includes two CAN communication interfaces; one of the CAN communication interfaces of the first CAN network communication module is connected to the first terminal node of the suspension network, and the other CAN communication interface is connected to the train network control system. One of the CAN communication interfaces of the second CAN network communication module is connected to the second terminal node of the suspension network, and the other CAN communication interface is connected to the train network control system; the suspension system monitoring device forms a suspension data record file by comparing with the train vehicle network broadcast time frame, and records and transmits the suspension network data.

[0007] The present invention provides data guarantee for big data of suspension technologies related to the stability of the suspension system, etc., and guides the train to a safe state in case of failure, realizing vehicle-level monitoring of the suspension system and improving the train operation safety level.

[0008] The formation process of the suspension data record file includes: after the device is started, a heartbeat signal is generated, that is, cumulative counting is performed in each operation cycle, and after reaching the set maximum value, it returns to the minimum value, and it cycles from the minimum to the maximum. Determine whether the device at the issued time has a heartbeat signal, and determine whether the issued time is valid. When the device at the issued time has a heartbeat signal and the issued time is valid, open the data record enable RD_Init, clear the counter Count, and perform cumulative counting rotation from 0 to Rf; otherwise, perform data recording according to the RTC clock inside the system. In the present invention, the train-level monitoring of the suspension system that can monitor the whole vehicle data from one node improves the train operation safety level.

[0009] The cumulative counting process from 0 to Rf is a storage process in which each frame of data first enters the buffer and then forms a record file. The whole storage process includes two trigger judgments of digital signals, namely the first counter judgment and the second counter judgment. The first counter judgment is whether Count is in the range of 0 to Rf1. The counting in this range is the process of triggering file recording, that is, the formation of the data file header. The second counter judgment is whether Count is in the range of Rf2 to Rf3. The reserved counting in this range is the writing process of writing a record file to the storage disk after the record duration of a record file is satisfied. And the counting process from Rf1 to Rf2 is the file recording process.

[0010] In the present invention, Rf is defined as the calculation result of converting the program cycle into the data record duration. For example, if the program cycle is 100 milliseconds and the record duration of a record file is 60 minutes, then Rf = 1000 * 60 * 60 / 100 = 36000.

[0011] The present invention also provides a medium and low speed maglev train, including multiple cars, and each car is provided with the above-mentioned suspension system monitoring device.

[0012] In the present invention, the suspension system monitoring devices of adjacent two cars are electrically connected through an Ethernet cable.

[0013] The suspension system monitoring device communicates with a ground server or a cloud server.

[0014] The present invention also provides a method for calibrating the time of data recording of the above medium and low speed maglev train, including: when powered on, judging the life state of the vehicle network device. When the life state of the vehicle network device is normal, comparing the network time sent by the vehicle network with the local time provided inside the system device of the present invention, that is, by judging the validity of important relevant time parameters such as the year, month, time, etc. of each source time. For example, if the month parameter is greater than 12, it is regarded as invalid, and comparing the difference between the two times, and setting in advance the allowable time difference. If the time difference meets the set time difference and the valid condition of the network time is satisfied, then perform the time calibration action based on the network time, and the subsequent record file generation time is based on this calibrated time; if any one of the above conditions is not satisfied, then execute the degradation processing measure, that is, use the local clock of the suspension system monitoring device to generate the data record file. Since the local time is the internal time of the suspension monitoring device and there is no time calibration standard, it is impossible to judge whether this time is unified with the time of other vehicle devices, and this time only has reference value, so this measure is regarded as a degradation processing measure.

[0015] The time calibration action based on the network time is to ensure the time unity of the suspension monitoring system device, the vehicle network and other network devices, realize the time consistency of the data record file, and is more convenient for big data analysis and data comparison. It is a necessary link for the suspension system monitoring device to implement its monitoring measures. The degradation processing measure using the local time is considered when the vehicle network fails in device state and the time sending is abnormal under complex and easily line-interfered conditions, in order to ensure that the relevant states of each suspension controller device can be monitored and recorded. Using the local time inside the suspension monitoring system device as the time criterion for the data record file, when analyzing the fault, only need to comprehensively calculate the time difference between the local time and the actual time to restore the fault occurrence time, and perform big data analysis and processing, effectively avoiding the situation of data loss in the case of abnormal vehicle network, and is a beneficial supplement to ensure efficient data monitoring behavior.

[0016] The time calibration method of the medium and low speed suspension system monitoring device provided by the present invention provides a guarantee for the monitoring effectiveness of data recording, comprehensively considers the normal and abnormal conditions of the vehicle network device, and thus realizes the monitoring behavior of the maglev train suspension system.

[0017] Compared with the prior art, the beneficial effects of the present invention are: the present invention comprehensively monitors the suspension system without affecting the original vehicle train network structure, solves the problems of data recording and fault location of the maglev train suspension system, big data analysis of the running state of the suspension system, and safety guidance in case of emergency of the train, and improves the train operation safety level. Description of the Drawings

[0018] Figure 1This is the overall diagram of the monitoring device for the levitation system of the low-speed maglev train in the embodiment of the present invention;

[0019] Figure 2 This is the schematic diagram of the system and node network topology and fault location in the embodiment of the present invention;

[0020] Figure 3 This is the process diagram of data storage and processing in the embodiment of the present invention;

[0021] Figure 4 This is the diagram for building the software framework of data monitoring and analysis in the embodiment of the present invention;

[0022] Figure 5 This is the device structure diagram of the embodiment of the present invention. Specific implementation manners

[0023] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0024] The embodiment of the present invention is based on the monitoring device platform for the levitation system of the low-speed maglev train, and implements a monitoring method for the levitation system. By means of parallel network communication, it docks with the train network control system and the levitation system, monitors the operation state data of the levitation system, and performs a series of operations such as data uploading, data recording, data downloading, data analysis, electrical redundancy control, and fault location, so as to realize the all-round monitoring of the levitation system, provide data guarantee for the big data of relevant levitation technologies such as the stability of the levitation system, and guide the train to a safe state in case of a fault. The specific implementation includes:

[0025] (1) Construct a vehicle-level monitoring method. By using the multi-communication extension and protocol conversion functions of the monitoring device for the levitation system, two independent dual-channel CAN communication modules are used to dock with the two terminal nodes of the train network control system and the levitation system, so as to be incorporated into the levitation network. The broadcast time frame of the train vehicle network is used as a reference to form a levitation data record file, and the levitation network data is recorded and transmitted. The data recording method is recorded using a specific recording logic, such as in Embodiment 3, and the internal server port of the device is accessed, data is downloaded, and real-time monitoring is performed, such as in Embodiment 4. The server port of the monitoring device for the levitation system can also be used to set parameters and perform real-time joint debugging to realize the vehicle-level monitoring of the levitation system.

[0026] (2) Build a train-level monitoring method. The suspension system monitoring device of the MC car transmits the data of this section to the suspension system monitoring device of the M car through the Ethernet communication module, and uploads the vehicle-wide data to the ground or cloud server through the suspension system monitoring device of the M car. Utilizing the characteristics of "large data volume, strong real-time performance, and high reliability" of the TRDP real-time Ethernet, its communication method is particularly suitable for data transmission, realizing the data management of the train-level suspension system. It is also possible to access specific ports of the local device server through the in-vehicle gateway built by the TRDP Ethernet communication for real-time joint debugging and monitoring, achieving train-level monitoring of the suspension system where the vehicle-wide data can be monitored from a single node.

[0027] (3) Build an electrical monitoring method. The suspension system monitoring device is based on the CPCI architecture and has strong scalability. By adding an IO communication module based on the CPCI architecture, it can completely replace the vehicle logic control unit to achieve the IO electrical logic control function, for the purpose of redundant backup of important electrical signals and electrical monitoring, guiding the train to a safe state. The implementation of this electrical monitoring can minimize costs and improve the economic benefits of the maglev train.

[0028] (4) Build a data recording time calibration method. To achieve a zero distortion rate of the monitoring data, it is time-calibrated through the unified time-giving of the vehicle network. That is, first judge the heartbeat value of the vehicle network. When the heartbeat value of the vehicle network is valid, then compare the vehicle network time with the local device system time. If the time difference is 1 second, a time calibration action is performed. This logic is only executed at the initial power-on and is calibrated only once. The consideration of this logic is to avoid occupying the core processor resources caused by repeated time calibration, thereby affecting the data processing efficiency of the suspension system monitoring device. If the heartbeat value of the vehicle network fails, then the unified time-giving of the vehicle network has no reference value, and the suspension system monitoring device will use the local clock to generate a data recording file. The suspension system monitoring device has an internal storage power supply, and even if the device loses power, it can still maintain the normal operation of the clock for one month. Therefore, the data recording file generated using the local clock is still a valid file.

[0029] (5) Build a data recording method. To avoid data loss, the data is recorded in time segments, a time counter is set, and the duration of the file recording is calculated based on the program running cycle and the counter value. As shown in Embodiment 3, combined with the data recording judgment logic, it is used to set the start and stop of the file recording and the write time of the recording file to ensure the integrity of the recording file writing.

[0030] (6) Establish a dedicated data monitoring and analysis software for the recorded data of the suspension system monitoring device. As shown in Embodiment 4, it realizes the export of raw data of local recorded data, numerical analysis, waveform analysis, fault summary, fault location, dynamic simulation, generation of analysis reports, etc., and also realizes test and monitoring requirements such as real-time data monitoring, data file download, data file cleaning, real-time data export, parameter adjustment, etc. in real-time joint debugging.

[0031] (7) Construct a suspension system fault location method. By using two independent CAN network communication modules to connect the terminal nodes of the suspension ring network and the train network control system respectively, the CAN network communication modules receive data and record and display it separately to achieve fault location. As shown in Embodiment 2, that is, the two CAN network communication modules receive suspension ring network data in different directions and separately display and record the status information data (including heartbeat values) of each node. When a fault occurs in the suspension controller node, especially when there is an electrical anomaly between the suspension controller nodes, the suspension ring network data will be interrupted from the fault node, and the LED display area of each CAN network communication module only displays the received heartbeat value of the suspension controller node. Combining the information of the two independent CAN network communication modules makes the overall suspension system ring network data still complete, and the fault node area can also be quickly located through the display area of the CAN

[0032] network communication module, narrowing the troubleshooting scope.

[0033] Embodiment 1

[0034] As Figure 1 and Figure 5 shown, the suspension monitoring method and device for medium and low-speed maglev trains can monitor the vehicle or train suspension system from multiple aspects such as network architecture location, electrical monitoring, vehicle-ground wireless transmission, and real-time data monitoring.

[0035] Each car of the three-car formation medium and low-speed maglev train of MC+M+MC is equipped with an independent AT / BT / CT - train network control system and 20 suspension controller nodes. The 20 suspension controller nodes are connected in series electrically and form an AD / BD / CD - ring network. The A / B / C - suspension monitoring devices are respectively connected to the two end points of the suspension network ring network, i.e., the AD1 / BD1 / CD1 - suspension point No. 19 and the AD2 / BD2 / CD2 - suspension point No. 20 nodes, through two independent A1 / B1 / C1 - CAN communication modules, and the combined ports are docked with the AT / BT / CT - train management control system. That is, it receives the broadcast data of the suspension network and the train control network through parallel network communication and records it, realizing the monitoring of the suspension network without affecting the connection line between the suspension network and the train network control system, meeting the requirements of suspension network monitoring.

[0036] Each vehicle suspension monitoring device can be equipped with A5 / B5 / C5-IO logic control function, connect to the key signal points of the landing float through electrical circuits, control the switch of the landing float signal points in the very braking mode and emergency mode to realize the landing and floating of the suspension controller node, and receive the pulse signal sent by the train network control system in the network mode to control the landing and floating signal of the suspension controller node, so as to realize the redundant function of key signals in the network mode, and thus realize the AE / BE / CE-electrical monitoring of the vehicle suspension network in multiple modes.

[0037] Data of the whole train suspension network is merged between vehicles through the A2 / B2 / C2-ETH communication module of the suspension monitoring device, and the whole vehicle data is uploaded to the BC-cloud / ground server through the B2-ETH communication module of the B-suspension monitoring device to realize wireless data sharing between the vehicle and the ground and wireless data sharing in different places.

[0038] The monitoring data can be obtained by logging in to the BC-cloud / ground server, or by the local connection download method. The local connection needs to obtain the administrator permission to log in to the built-in server of the suspension monitoring device to obtain the data. The local download data format is a dedicated data compression format, and is parsed and analyzed through the dedicated decompression analysis tool P-data monitoring software. The original data in the relevant format can be exported under the permission of the administrator to realize the security protection of the underlying data monitoring.

[0039] Embodiment 2

[0040] As Figure 2 shown, the suspension monitoring device is connected to the 19th node and the 20th node respectively through two independent CAN communication transceiver modules, and can obtain the suspension network data from the 19th node channel, or can also obtain the suspension network data from the 20th node channel at the same time; when a problem occurs in one of the CAN communication transceiver modules, or it is disconnected from the 19th node / 20th node, the communication can remain effective from the non-faulty end, realizing the redundant monitoring function of the suspension data network.

[0041] The redundant design of the suspension monitoring device is especially convenient for locating abnormal cable faults. For example, when there is an abnormality such as cable skin breakage between nodes 5 and 7, it will cause a change in the impedance of the suspension CAN network, resulting in communication failures of related devices going offline. However, due to the ring network design of the suspension CAN network, the train network management and control system can also receive all node data from both ends simultaneously, regarding the vehicle as in a normal state, making it difficult to locate risk faults such as abnormal cables. The suspension monitoring device obtains suspension network data from both ends through an independent CAN communication transceiver module. That is, when the cable between nodes 5 and 7 is abnormal, the suspension monitoring device obtains the data of single node 7 - 19 from direction D1 through CAN1, and obtains the data of single node 1 - 5 and double nodes 2 - 20 from direction D2 through CAN2, and respectively displays and records the corresponding data buffer areas. Maintenance personnel can identify the current node status through the LED display panel of each CAN communication transceiver module for quick fault location, and equipment operators can also download and analyze the data for fault diagnosis.

[0042] Embodiment 3

[0043] As Figure 3 Shown in the data storage process, first, assign the data recording period Rs = 100ms. The 100ms period is the fast concurrent mode (the speed concurrent mode has fast, medium, and slow mode selections, corresponding to different recording periods). After setting the period, perform the validity judgment of time, judging two states. The first is whether the device with the issued time has a life signal beating, and the second is whether the issued time is valid. The standard for judging validity is that the year, month, and day are within the normal range of changes and the second changes. When it is judged that the issued time is valid, data recording is performed, and enabling assignment and subsequent logic execution are carried out. When the issued time is invalid, the system records data according to the internal RTC clock of the system to ensure the integrity and traceability of the data. On the premise of time validity, open the data recording enable RD_Init, clear the counter Count, and perform cumulative counting rotation from 0 to Rf. The parameter setting of Rf is determined according to the recording period and the data file recording duration. For example, if the period is set to 100ms and the data file recording duration is 4 hours per file, then 100(ms) * 10 * 3600 * 4 = 144000 can be obtained. The process of cumulative counting from 0 to Rf is the storage process where each frame of data first enters the buffer and then forms a record file. There are two trigger judgments of switch quantities during the entire storage process, namely the counter judgment S1 (i.e., the start recording switch) and the counter judgment S2 (i.e., the stop recording switch). The judgment process of S1 is whether Count is in the range of 0 to Rf1. The setting of 100 is to ensure the effective triggering of the start recording switch. The judgment process of S2 is whether Count is in the range of Rf2 to Rf3. The reservation of 20 cycles (2s) from 14379 to 14399 is to ensure sufficient file writing time to form a complete data storage file.

[0044] Example 4

[0045] As Figure 4 shown, the data monitoring and analysis software framework is divided into four parts, namely ① data file operation, ② fault summary, ③ data file parsing, and ④ real-time monitoring data viewing. The data file operation area can complete file download, deletion (downloading and deletion require privileges), file merging, truncation, and file export. File export includes the export of format files and analysis reports. The format files are automatically recognized through the imported format templates, and the corresponding format data content is exported; the analysis reports are automatically formed by the software through comparative analysis after importing the standard data model. The functions of the data file parsing area and the real-time monitoring area are the same, both performing digital parsing and waveform parsing on the data content. Digital parsing can identify the fault level through the background color (for example, important faults are displayed in red, medium-level faults are displayed in yellow, and general faults are displayed in white). Waveform parsing can set fault labels at the fault points to describe fault details such as the duration, etc. Multiple curves can also be used for multi-dimensional data comparison to facilitate analysts to view multiple valid information of the same node from multiple aspects. Finally, all the faults recorded in the files are summarized in the fault summary area, and are displayed in an independent area for analysts to conduct comprehensive and quick analysis and judge the vehicle operation status.

[0046] Although the preferred embodiments of the present application have been described, those skilled in the art can make additional changes and modifications once they learn the basic creative concepts. Therefore, the appended claims are intended to be construed to include the preferred embodiments as well as all changes and modifications falling within the scope of the present application.

[0047] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application also intends to include these changes and modifications.

Claims

1. A monitoring device for the levitation system of a medium and low speed maglev train, characterized in that It includes two CAN network communication modules; each of the CAN network communication modules includes two CAN communication interfaces; one of the CAN communication interfaces of the first CAN network communication module is connected to the first terminal node of the suspension network, and the other CAN communication interface is connected to the train network control system. One of the CAN communication interfaces of the second CAN network communication module is connected to the second terminal node of the suspension network, and the other CAN communication interface is connected to the train network control system; the suspension system monitoring device forms a suspension data record file by aligning with the train vehicle network broadcast time frame, records and transmits the suspension network data; The formation process of the suspension data record file includes: Judge whether the device of the issued time has a vital signal beating, and judge whether the issued time is valid. When the device of the issued time has a vital signal beating and the issued time is valid, enable the data record enable RD_Init, clear the counter Count, and perform an accumulative counting rotation from 0 to Rf; Otherwise, record data according to the RTC clock inside the system; When powered on, judge the vital state of the vehicle network. When the vital state of the vehicle network is normal, compare the vehicle network time with the local time. If the time difference is the set number of times, perform a time calibration action; If the vital state of the vehicle network is abnormal or the difference between the network time and the local time is less than the set number of times, the suspension system monitoring device uses the local clock to generate a data record file; The range from 0 to Rf is an accumulative counting process, that is, the process of each frame of data first entering the buffer and then forming a record file for storage; the entire storage process includes two trigger judgments of switch quantities, namely the first counter judgment and the second counter judgment. The first counter judgment is whether Count is in the range of 0 to Rf1. The counting process in this range is the process of triggering file recording, that is, forming a file header; the second counter judgment is whether Count is in the range of Rf2 to Rf3. The counting process in this range is reserved for the writing process of writing a complete record file to the storage disk. Rf3 is close to Rf; 0 < Rf1 < Rf2 < Rf3 < Rf, and the counting process in the range of Rf1 to Rf2 is the process of executing file recording.

2. The monitoring device for the levitation system of the medium and low speed maglev train according to claim 1, characterized in that, The defined Rf is the calculation result of converting the program cycle into the data record duration.

3. A medium and low speed maglev train, comprising multiple carriages, characterized in that, Each car is provided with the suspension system monitoring device described in claim 1 or 2.

4. The medium and low speed maglev train according to claim 3, characterized in that, The suspension system monitoring devices of adjacent two cars are electrically connected through an Ethernet cable.

5. The medium and low speed maglev train according to claim 3, wherein The suspension system monitoring device communicates with a ground server or a cloud server.

6. A data recording and time calibration method for a medium and low speed maglev train according to any one of claims 3 to 5, characterized in that, It includes: When powered on, judge the vital state of the vehicle network. When the vital state of the vehicle network is normal, compare the vehicle network time with the local time. If the time difference is the set number of times, perform a time calibration action; If the vital state of the vehicle network is abnormal or the difference between the network time and the local time is less than the set number of times, the suspension system monitoring device uses the local clock to generate a data record file.

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