Vehicle state real-time detection system

Abstract

The invention relates to the technical field of vehicle state detection, in particular to a vehicle state real-time detection system. The system comprises a data acquisition module, a data analysis module, a scheduling adjustment module and a user interaction module. Collected data are analyzed in real time, potential problems in train operation are predicted, the influence of weather factors in the train operation process is considered, when deceleration is needed, in order to still meet the passenger flow demand, scheduling optimization is conducted according to the passenger flow demand, the train departure times are adjusted in time, and the train departure efficiency is improved. According to the method and the system, centralized scheduling and real-time monitoring of train operation are realized through selection of train number sections and train operation of a plurality of stations and sections, and meanwhile, analysis and scheduling strategy improvement are performed according to signal interference conditions among the scheduled trains, and the occurrence rate of same-frequency interference is reduced, so that the transportation efficiency, the safety and the service quality are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle state detection, and particularly to a real-time vehicle state detection system. Background Art

[0002] With the acceleration of the urbanization process and the continuous increase in railway transportation demand, the railway system is facing increasingly severe challenges. In order to improve the safety, efficiency, and service quality of train operation, the construction of a real-time monitoring and dispatching system is particularly important. Traditional train dispatching systems often rely on static timetables and manual dispatching, making it difficult to cope with complex and changing operating environments and emergencies. Therefore, developing an intelligent real-time vehicle state detection system can effectively improve the management level and service capacity of railway transportation.

[0003] Chinese Patent with publication number CN112987694A discloses a vehicle state detection system, including a driver information terminal, a data recorder, an intelligent distribution box, a cab collector, a three-four axle collector, and a signal bus. The signal bus is a dual CAN bus, and the driver information terminal, data recorder, intelligent distribution box, cab collector, and three-four axle collector are all connected to the dual CAN bus. The cab collector is also connected to a hydraulic sensing unit and a one-two axle sensing unit. It can be seen that in the existing real-time train state detection technology, there is a lack of coordination and dispatching of trains according to passenger flow changes and associated line interference situations, resulting in low train operation efficiency. Summary of the Invention

[0004] Therefore, the present invention provides a real-time vehicle state detection system to overcome the problems in the prior art, such as the lack of real-time monitoring of train operation states and the lack of association with external weather, passenger flow, and co-frequency interference situations, resulting in low train operation efficiency.

[0005] To achieve the above object, the present invention provides a real-time vehicle state detection system, including

[0006] A data acquisition module, which includes a number of sensors and monitoring devices set at each station, and is used to collect real-time train operation data in the section to be monitored, including train operation states, external weather data, and passenger flow data corresponding to each station.

[0007] A data analysis module, which is connected to the data acquisition module and is used to analyze the train operation data to determine whether to issue a train dispatching instruction, and issue corresponding dispatching instructions based on the external weather data and the passenger flow data.

[0008] A scheduling adjustment module, which is connected to the data analysis module, is used to receive the train scheduling instructions and perform scheduling adjustments on trains based on line interference conditions, including executing a first adjustment mode or a second adjustment mode, where the line interference conditions include a first co-frequency interference condition and a second co-frequency interference condition;

[0009] A user interaction module, which is connected to the data analysis module and the scheduling adjustment module, is used to update real-time information, and the real-time information includes the changed arrival time of the train and the changed departure time of the train.

[0010] Further, the data analysis module includes a weather analysis unit, a train operation analysis unit, and a delay analysis unit, where,

[0011] The weather analysis unit is used to determine the current weather type based on the external weather data, including a first weather type, a second weather type, and a third weather type;

[0012] The train operation analysis unit is used to monitor each train in real time and determine the current operating state of each train based on the monitoring results, including a first operating state, a second operating state, and a third operating state;

[0013] The delay analysis unit is used to determine the delay situation based on the current operating state of the train and the second deviation time;

[0014] A scheduling analysis unit is used to issue corresponding train scheduling instructions based on the delay situation and the passenger flow data.

[0015] Further, determining the current operating state of each train based on the monitoring results includes,

[0016] For any train, the deviation between the actual arrival time and the planned arrival time of the train at each station is obtained in real time to obtain a first deviation time;

[0017] The first deviation time is judged according to the first standard deviation time,

[0018] [[ID=3~]]If the first deviation time is less than or equal to the first standard deviation time, it is judged that the current operating state of the train is the first operating state;

[0019] If the first deviation time is greater than the first standard deviation time, it is judged that the current operating state of the train is the second operating state.

[0020] Further, the train scheduling instructions include a first scheduling instruction, a second scheduling instruction, and a third scheduling instruction;

[0021] The first scheduling instruction is to shorten the stop time of the train in the second operating state;

[0022] The second scheduling instruction is to shorten the running time between stations;

[0023] The third scheduling instruction is to increase the number of departures.

[0024] Furthermore, determining the delay situation based on the current running state of the train and the second deviation time includes,

[0025] When the current running state is the second running state, the deviation between the actual departure time and the planned departure time of the train at each station is obtained in real time to obtain the second deviation time;

[0026] The second standard deviation time is compared with the second deviation time,

[0027] If the second deviation time is less than or equal to the second standard deviation time, the second scheduling instruction or the third scheduling instruction is selected for execution based on the current weather type;

[0028] If the second deviation time is greater than the second standard deviation time, the third scheduling instruction or the first scheduling instruction is selected for issuance based on the passenger flow data.

[0029] Furthermore, selecting the second scheduling instruction or the third scheduling instruction for execution based on the current weather type includes,

[0030] When the current weather type is the first weather type, the second scheduling instruction is executed;

[0031] When the current weather type is the second weather type, the second scheduling instruction is executed, and continuous monitoring is carried out to obtain the passenger flow data, and the third scheduling instruction or the first scheduling instruction is selected for issuance based on the passenger flow data;

[0032] When the current weather type is the third weather type, an emergency stop instruction is issued.

[0033] Furthermore, selecting the third scheduling instruction or the first scheduling instruction for issuance based on the passenger flow data includes,

[0034] Obtain the corresponding actual passenger flow of each station,

[0035] If the actual passenger flow is greater than or equal to the standard passenger flow, the third scheduling instruction is issued;

[0036] If the actual passenger flow is less than the standard passenger flow, the first scheduling instruction is issued.

[0037] Furthermore, the scheduling adjustment module includes a co-channel interference analysis unit, a signal strength comparison unit, a first adjustment unit, and a second adjustment unit, where,

[0038] The co-channel interference analysis unit is used to analyze the co-channel interference situation corresponding to the train based on the first signal strength and the second signal strength, including the first co-channel interference situation and the second co-channel interference situation;

[0039] A signal strength comparison unit for comparing and analyzing the first signal strength and the second signal strength based on the co-channel interference situation, including a first signal strength comparison result and a second signal strength comparison result;

[0040] Among them, the first signal strength comparison result is that the first signal strength is greater than the second signal strength;

[0041] The second signal strength comparison result is that the first signal strength is less than or equal to the second signal strength;

[0042] A first adjustment unit that executes a first adjustment mode when the first signal strength comparison result is obtained;

[0043] A second adjustment unit that executes a second adjustment mode when the second signal strength comparison result is obtained.

[0044] Furthermore, the co-channel interference analysis unit includes a signal acquisition subunit and a signal comparison subunit, where

[0045] The signal acquisition subunit is used to acquire the first signal strength corresponding to the first operating line section and the second signal strength corresponding to the second operating line section;

[0046] The signal comparison subunit is used to compare the first signal strength with the first standard signal strength and compare the second signal strength with the second standard signal strength.

[0047] Furthermore, the first adjustment mode is to call a number of preparatory alternative routes and call the preparatory alternative route with the lowest co-channel interference situation among the preparatory alternative routes;

[0048] Determine the co-channel interference situation among the preparatory alternative routes based on the second operating line section;

[0049] The second adjustment mode is to increase the interval between adjacent trains.

[0050] Compared with the prior art, the beneficial effects of the present invention are as follows: by performing real-time analysis on the collected data, predicting potential problems during train operation, considering the influence of weather factors during train operation, when deceleration is required, in order to still meet the passenger flow demand, optimizing the scheduling according to the passenger flow demand, timely adjusting the departure and arrival train numbers, and selecting the corresponding train number sections, realizing the centralized scheduling and real-time monitoring of train operation with the train operation of multiple stations and sections. At the same time, analyze the signal interference situation between the trains after scheduling, improve the scheduling strategy, reduce the incidence of co-channel interference, and thus improve the transport efficiency, safety and service quality.

[0051] Furthermore, when it is determined that the weather conditions affect train operation, the train dispatching optimization method is selected according to the weather type, enabling the railway system to respond quickly under different weather conditions, ensuring the safety of trains and meeting the needs of passengers. Under normal weather conditions, train delays are caused by faults that require maintenance. After the maintenance is completed, the train can be dispatched according to the normal operation plan. In this case, by executing the second dispatching instruction, that is, shortening the running time between stations, the train can run at a normal speed, ensuring efficient operation. Under bad weather conditions, by first executing the second dispatching instruction, that is, shortening the running time between stations, and then continuously monitoring the weather and passenger flow data at the same time, according to the change of the passenger flow data, choose to issue the third dispatching instruction, that is, increasing the departure frequency, or the first dispatching instruction, that is, shortening the stop time of the train in the second running state, so as to flexibly dispatch under the condition that the train can run in bad weather and ensure that the needs of passengers are met. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 FIG. is a schematic structural diagram of the vehicle state real-time detection system according to an embodiment of the present invention;

[0053] Figure 2 FIG. is a schematic structural diagram of the data analysis module according to an embodiment of the present invention;

[0054] Figure 3 FIG. is a schematic structural diagram of the dispatching adjustment module according to an embodiment of the present invention;

[0055] Figure 4 FIG. is a schematic structural diagram of the co-channel interference analysis unit according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0056] In order to make the objectives and advantages of the present invention more clear and understandable, the present invention will be further described below in conjunction with embodiments; it should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0057] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are only used to explain the technical principles of the present invention and do not limit the protection scope of the present invention.

[0058] It should be noted that in the description of the present invention, the terms indicating directions or positional relationships such as "upper", "lower", "left", "right", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings. This is only for the convenience of description and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention.

[0059] In addition, it should be noted that in the description of the present invention, unless otherwise clearly specified and defined, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the communication inside two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0060] Please refer to Figure 1 as shown, which is a schematic structural diagram of the vehicle state real-time detection system according to an embodiment of the present invention. The present invention provides a vehicle state real-time detection system, including

[0061] a data acquisition module, including sensors and monitoring devices, which is used to collect train operation data in real time, including train operation status, external weather data, and passenger flow data corresponding to each station;

[0062] a data analysis module, which is connected to the data acquisition module and is used to analyze the train operation data to determine whether to issue a train dispatching instruction;

[0063] a dispatching adjustment module, which is connected to the data analysis module and is used to receive the train dispatching instruction and perform train dispatching adjustment based on the line interference situation, including the adjustment of the departure frequency and the selection of the train section;

[0064] a user interaction module, which is connected to the dispatching adjustment module and is used to update the real-time information, and the real-time information includes the changed arrival time of the train and the changed departure time of the train.

[0065] In the present embodiment, the first weather type is normal weather, the second weather type is bad weather, and the third weather type is natural disaster. By analyzing the external weather data, the current weather conditions are divided into bad weather, normal weather, and natural disaster. The first operation state is the normal operation of the train, and the second operation state is the train delay.

[0066] By performing real-time analysis on the collected data, potential problems in train operation are predicted. Considering the influence of weather factors during train operation, when deceleration is required, in order to still meet the passenger flow demand, dispatching optimization is performed according to the passenger flow demand, the departure frequency is adjusted in a timely manner, and the selection of the corresponding train section is made. For the train operation of multiple stations and sections, centralized dispatching and real-time monitoring of train operation are realized. At the same time, according to the signal interference situation between the trains after dispatching, the dispatching strategy is improved to reduce the incidence of co-frequency interference, thereby improving the transportation efficiency, safety, and service quality.

[0067] Refer to Figure 2As shown, it is a schematic structural diagram of the data analysis module according to an embodiment of the present invention;

[0068] Specifically, the data analysis module includes a weather analysis unit, a train operation analysis unit, and a delay analysis unit. Among them,

[0069] The weather analysis unit is used to determine the current weather type based on the external weather data, including the first weather type, the second weather type, and the third weather type;

[0070] The train operation analysis unit is used to monitor each train in real time and determine the current operation status of each train based on the monitoring results, including the first operation status, the second operation status, and the third operation status;

[0071] The delay analysis unit is used to determine the delay situation based on the current operation status of the train and the second deviation time;

[0072] The dispatching analysis unit is used to issue corresponding train dispatching instructions based on the delay situation and the passenger flow data.

[0073] Specifically, determining the current operation status of each train based on the monitoring results includes,

[0074] For any train, the deviation between the actual arrival time and the planned arrival time of the train at each station is obtained in real time to obtain the first deviation time;

[0075] The first deviation time is judged according to the first standard deviation time,

[0076] If the first deviation time is less than or equal to the first standard deviation time, it is determined that the current operation status of the train is the first operation status;

[0077] If the first deviation time is greater than the first standard deviation time, it is determined that the current operation status of the train is the second operation status.

[0078] In this embodiment, the first standard deviation time represents the allowable deviation value between the actual arrival time and the planned arrival time of the train. The first standard deviation time is set between ±1 minute and ±2 minutes. If it is determined that the first deviation time is less than or equal to the first standard deviation time, it means that the operation status of the train is normal. If it is determined that the first deviation time is greater than the first standard deviation time, it means that the train is delayed. Then, by analyzing the delay reasons, corresponding train dispatching optimization is carried out to improve the train operation efficiency.

[0079] Specifically, the train dispatching instructions include the first dispatching instruction, the second dispatching instruction, and the third dispatching instruction;

[0080] The first dispatching instruction is to shorten the stop time of the train in the second operation status;

[0081] The second scheduling instruction is to shorten the running time between stations;

[0082] The third scheduling instruction is to increase the number of departures.

[0083] Specifically, determining the delay situation based on the current running state of the train and the second deviation time includes,

[0084] When the current running state is the second running state, the deviation between the actual departure time and the planned departure time of the train at each station is obtained in real time to obtain the second deviation time;

[0085] Compare the second standard deviation time with the second deviation time,

[0086] If the second deviation time is less than or equal to the second standard deviation time, select to execute the second scheduling instruction or the third scheduling instruction based on the current weather type;

[0087] If the second deviation time is greater than the second standard deviation time, select to issue the third scheduling instruction or the first scheduling instruction based on the passenger flow data.

[0088] In this embodiment, the second standard deviation time represents the allowable deviation value between the actual departure time and the planned departure time of the train, and the second standard deviation time is set between ±1 minute and ±3 minutes.

[0089] When it is determined that the second deviation time is greater than the second standard deviation time, it means that the reason for the train's arrival delay may be due to a large passenger flow, and more passengers need to get on and off, so the docking time at this station is extended, resulting in a departure delay. It may also be due to bad weather, such as rain, snow, fog, etc., which causes the train to decelerate, thus extending the running time and causing a delay in arrival. Therefore, by analyzing the passenger flow data, accurately matching the train scheduling optimization method, intelligently generating scheduling instructions, and automatically selecting to adjust the train's stop time or the number of departures, the maximum utilization rate of the train and the reduction of operating costs are achieved. When it is determined that the second deviation time is less than or equal to the second standard deviation time, it means that the train departs on time. The reason for the train delay may be that the train decelerates due to weather reasons, thus extending the running time and causing a delay in arrival. Then, in order to ensure that the passenger waiting time is minimized even when the train is running at a low speed, the third scheduling instruction or the first scheduling instruction is issued to meet the passenger flow demand and improve the operation efficiency by shortening the stop time or increasing the number of departures.

[0090] Specifically, selecting to execute the second scheduling instruction or the third scheduling instruction based on the current weather type includes,

[0091] For the first weather type, execute the second scheduling instruction;

[0092] For the second weather type, execute the second dispatching instruction, continue to monitor, obtain passenger flow data, and select to issue the third dispatching instruction or the first dispatching instruction based on the passenger flow data;

[0093] For the third weather type, make an emergency stop.

[0094] In this embodiment, the first weather type is normal weather, that is, there is no obvious weather interference. At this time, it is sunny or slightly cloudy. The second weather type is bad weather, such as heavy rain, heavy snow, strong wind. The third weather type is natural disasters, such as extreme weather conditions like floods, earthquakes, typhoons, etc. In this case, the train needs to make an emergency stop and will immediately stop running to ensure the safety of passengers and avoid potential accidents.

[0095] By selecting the train dispatching optimization method according to the weather type when determining that the weather conditions affect the train operation, the railway system can make a quick response under different weather conditions to ensure the safety of the train and meet the needs of passengers. Under normal weather conditions, the train delay is caused by faults that need to be repaired. After the repair is completed, the train can be dispatched according to the normal operation plan. In this case, by executing the second dispatching instruction, that is, shortening the running time between stations, the train can run at a normal speed to ensure efficient operation. Under bad weather conditions, by first executing the second dispatching instruction, that is, shortening the running time between stations, and then continuing to monitor the weather and passenger flow data at the same time, according to the change of the passenger flow data, select to issue the third dispatching instruction, that is, increasing the departure frequency, or the first dispatching instruction, that is, shortening the stop time of the train in the second running state, so as to flexibly dispatch under the condition that the train can run in bad weather and ensure that the needs of passengers are met.

[0096] Specifically, selecting to issue the third dispatching instruction or the first dispatching instruction based on the passenger flow data includes

[0097] Obtain the actual passenger flow corresponding to each station

[0098] If the actual passenger flow is greater than or equal to the standard passenger flow, issue the third dispatching instruction;

[0099] If the actual passenger flow is less than the standard passenger flow, issue the first dispatching instruction.

[0100] The expected number of passengers corresponding to the station in this embodiment is determined based on historical data, passenger flow surveys, and operation-determined standard passenger flows. For example, collect passenger flow data for the past year, including the number of passengers during peak hours (such as 7:00 - 9:00 in the morning and 5:00 - 7:00 in the afternoon) and off-peak hours (such as 10:00 - 11:00 in the morning and 2:00 - 4:00 in the afternoon). Among them, peak hours (morning peak): the average hourly passenger flow is 800 people; peak hours (evening peak): the average hourly passenger flow is 600 people; off-peak hours: the average hourly passenger flow is 200 people. Through questionnaires or observations, understand the travel habits of passengers, such as the travel purposes during peak hours, the boarding and alighting times of passengers, etc. The survey found that most passengers are commuters during the morning peak hours and mainly go home from work during the evening peak hours. At the same time, according to the train departure frequency, one train every 5 minutes, determine the passenger demand that needs to be met during peak hours, and consider the service capacity of the station (such as platform width, number of entrances and exits, etc.) to ensure the smooth evacuation of passengers during peak hours. Set the standard passenger flow for a certain station as:

[0101] Peak hour standard:

[0102] Morning peak (7:00 - 9:00): Set the standard passenger flow to 900 people per hour and appropriately increase it according to the results of historical data and passenger flow surveys;

[0103] Evening peak (17:00 - 19:00): Set the standard passenger flow to 700 people per hour;

[0104] Off-peak hour standard:

[0105] Morning off-peak (10:00 - 11:00): Set the standard passenger flow to 250 people per hour.

[0106] Afternoon off-peak (14:00 - 16:00): Set the standard passenger flow to 200 people per hour.

[0107] By making corresponding dispatching decisions under different passenger flow situations, ensure that the needs of passengers are met and at the same time improve the operation efficiency. That is, when it is determined that the actual passenger flow is greater than or equal to the standard passenger flow, issue the third dispatching instruction to increase the number of departures to meet the high demand. When it is determined that the actual passenger flow is less than the standard passenger flow, issue the first dispatching instruction to shorten the stop time to improve the running efficiency of the train.

[0108] Refer to Figure 3 as shown, which is a schematic structural diagram of the dispatching adjustment module of the embodiment of the present invention;

[0109] Specifically, the line interference situations include the corresponding first co-frequency interference situation in the first operating line section and the corresponding second co-frequency interference situation in the second operating line section;

[0110] The scheduling adjustment module includes a co-frequency interference analysis unit, a signal strength comparison unit, a first adjustment unit, and a second adjustment unit, where

[0111] The co-frequency interference analysis unit is used to analyze the co-frequency interference situations corresponding to the train based on the first signal strength and the second signal strength, including the first co-frequency interference situation and the second co-frequency interference situation;

[0112] The signal strength comparison unit is used to perform a comparison and analysis of the first signal strength and the second signal strength based on the co-frequency interference situation, including the first signal strength comparison result and the second signal strength comparison result;

[0113] If it is determined that there is a first co-frequency interference situation and / or a second co-frequency interference situation, a comparison and analysis of the first signal strength and the second signal strength is performed to select and execute the first adjustment mode or the second adjustment mode based on the first signal strength and the second signal strength;

[0114] If it is determined that there is no first co-frequency interference situation and no second co-frequency interference situation, no scheduling adjustment is made to the train;

[0115] Among them, the first signal strength comparison result is that the first signal strength is greater than the second signal strength;

[0116] The second signal strength comparison result is that the first signal strength is less than or equal to the second signal strength;

[0117] The first adjustment unit executes the first adjustment mode when obtaining the first signal strength comparison result;

[0118] The second adjustment unit executes the second adjustment mode when obtaining the second signal strength comparison result.

[0119] The first adjustment mode is to call a number of preparatory alternative routes and call the preparatory alternative route with the lowest co-frequency interference situation among the preparatory alternative routes;

[0120] Determine the co-frequency interference situation among the preparatory alternative routes based on the second operating line section;

[0121] The second adjustment mode is to increase the interval between adjacent trains, increase the departure interval between adjacent trains from 3 minutes to 5 minutes, so as to reduce the density of trains passing through the intersection section simultaneously.

[0122] Refer to Figure 4 As shown, it is a schematic structural diagram of the co-frequency interference analysis unit according to an embodiment of the present invention;

[0123] Specifically, the co-channel interference analysis unit includes a signal acquisition subunit and a signal comparison subunit, where

[0124] the signal acquisition subunit is used to acquire the first signal strength corresponding to the first operating line section and the second signal strength corresponding to the second operating line section;

[0125] the signal comparison subunit is used to compare the first signal strength with the first standard signal strength and compare the second signal strength with the second standard signal strength.

[0126] By acquiring the first signal strength corresponding to the first operating line section and the second signal strength corresponding to the second operating line section, comparing the first signal strength with the first standard signal strength, and comparing the second signal strength with the second standard signal strength, if the first signal strength is greater than the first standard signal strength, it is determined that there is a first co-channel interference situation; if the second signal strength is greater than the second standard signal strength, it is determined that there is a second co-channel interference situation.

[0127] In this embodiment, the first operating line section represents the shared track of the up-line and down-line sections of the same type of trains on the same line, including turnouts and intersections, such as the up-line and down-line of a certain railway; the second operating line section represents the cross-section and parallel running section in the train lines of different types of vehicles, for example, the cross-section and parallel running section in the high-speed railway between cities and the subway line within the city; the first co-channel interference situation is that the shared track of the up-line and down-line sections of the same type of trains on the same line affects each other's operation due to signal interference or other reasons, and the second co-channel interference situation is that the cross-section and parallel running section in the train lines of different types of vehicles affect each other's operation due to signal interference or other reasons; the first standard signal strength is set to 60 dBm, and the second standard signal strength is set to 70 dBm.

[0128] Since the cross-section and parallel running section in the train lines of different types of vehicles, or the shared track of the up-line and down-line sections of the same type of trains on the same line will affect each other's operation due to signal interference or other reasons, therefore, by analyzing the co-channel interference to determine whether to optimize the optimized train dispatching result again, that is, through the intelligent dispatching system, reasonably arrange the running time and interval of trains, reduce the possibility of crossing and conflict. When there is a co-channel interference situation and the interference degree is low, by obtaining the section with interference, increase the interval between trains within its section to reduce the possibility of interference. When there is a co-channel interference situation and the interference degree is high, in order to meet the demand of passenger flow, by dispatching trains, call the alternative line that can avoid signal interference to ensure the safety and efficiency of train operation.

[0129] When the first signal strength is greater than the second signal strength, it indicates that the first co-frequency interference situation is higher than the second co-frequency interference situation. Then, by dispatching the train, an alternative route that can avoid signal interference is called to ensure the safety and efficiency of train operation. When the first signal strength is less than or equal to the second signal strength, the interval between trains is increased to reduce the possibility of crossing and conflict.

[0130] So far, the technical solution of the present invention has been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

[0131] The above are only the preferred embodiments of the present invention and are not used to limit the present invention; for those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent substitution, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A real-time vehicle status detection system, characterized in that, including, a data acquisition module, which includes a number of sensors and monitoring devices installed at each station, and is used to collect real-time train operation data of the section to be monitored, including train operation status, external weather data, and passenger flow data corresponding to each station; a data analysis module, which is connected to the data acquisition module and is used to analyze the train operation data to determine whether to issue a train dispatching instruction, and issue corresponding dispatching instructions based on the external weather data and the passenger flow data; a dispatching adjustment module, which is connected to the data analysis module and is used to receive the train dispatching instruction and adjust the train dispatching based on the line interference situation, including executing the first adjustment mode or the second adjustment mode, and the line interference situation includes the first co-frequency interference situation and the second co-frequency interference situation; a user interaction module, which is connected to the data analysis module and the dispatching adjustment module and is used to update real-time information, and the real-time information includes the changed arrival time of the train and the changed departure time of the train.

2. The real-time vehicle status detection system according to claim 1, characterized in that The data analysis module includes a weather analysis unit, a train operation analysis unit, and a delay analysis unit, where the weather analysis unit is used to determine the current weather type based on the external weather data, including the first weather type, the second weather type, and the third weather type; the train operation analysis unit is used to monitor each train in real time and determine the current operation status of each train based on the monitoring results, including the first operation status, the second operation status, and the third operation status; the delay analysis unit is used to determine the delay situation based on the current operation status of the train and the second deviation time; the dispatching analysis unit is used to issue corresponding train dispatching instructions based on the delay situation and the passenger flow data.

3. The vehicle status real-time detection system according to claim 2, wherein The train operation analysis unit includes a station data acquisition unit and a deviation time calculation unit. The station data acquisition unit is used to acquire the actual arrival time of each train at each station; The deviation time calculation unit is used to calculate the deviation between the actual arrival time and the planned arrival time of any train at any station to obtain the first deviation time; the status analysis unit is used to determine the first deviation time based on the first standard deviation time, and determine the current operation status of the train based on the determination result, including the first operation status and the second operation status; If the first deviation time is less than or equal to the first standard deviation time, the status analysis unit determines that the current operation status of the train is the first operation status; If the first deviation time is greater than the first standard deviation time, the status analysis unit determines that the current operation status of the train is the second operation status.

4. The real-time vehicle status detection system according to claim 2, wherein The train dispatching instruction includes the first dispatching instruction, the second dispatching instruction, and the third dispatching instruction; The first dispatching instruction is to shorten the stop time of the train in the second operation status; The second dispatching instruction is to shorten the running time between stations; The third dispatching instruction is to increase the departure frequency.

5. The real-time vehicle status detection system according to claim 2, characterized in that Determining the delay situation based on the current operation status of the train and the second deviation time includes when the current operation status is the second operation status, obtaining in real time the deviation between the actual departure time and the planned departure time of the train at each station to obtain the second deviation time; Compare the second standard deviation time with the second deviation time. If the second deviation time is less than or equal to the second standard deviation time, select and execute the second scheduling instruction or the third scheduling instruction based on the current weather type. If the second deviation time is greater than the second standard deviation time, select and issue the third scheduling instruction or the first scheduling instruction based on the passenger flow data.

6. The real-time vehicle status detection system according to claim 5, characterized in that Selecting and executing the second scheduling instruction or the third scheduling instruction based on the current weather type includes: When the current weather type is the first weather type, execute the second scheduling instruction. When the current weather type is the second weather type, execute the second scheduling instruction, continue to monitor, obtain the passenger flow data, and select and issue the third scheduling instruction or the first scheduling instruction based on the passenger flow data. When the current weather type is the third weather type, issue an emergency stop instruction.

7. The real-time vehicle status detection system according to claim 5, characterized in that, Selecting and issuing the third scheduling instruction or the first scheduling instruction based on the passenger flow data includes: Obtain the actual passenger flow corresponding to each station. If the actual passenger flow is greater than or equal to the standard passenger flow, issue the third scheduling instruction. If the actual passenger flow is less than the standard passenger flow, issue the first scheduling instruction.

8. The real-time vehicle status detection system according to claim 1, wherein The scheduling adjustment module includes a co-channel interference analysis unit, a signal strength comparison unit, a first adjustment unit, and a second adjustment unit, where: The co-channel interference analysis unit is used to analyze the co-channel interference situation corresponding to the train based on the first signal strength and the second signal strength, including the first co-channel interference situation and the second co-channel interference situation. The signal strength comparison unit is used to compare and analyze the first signal strength and the second signal strength based on the co-channel interference situation, including the first signal strength comparison result and the second signal strength comparison result. Among them, the first signal strength comparison result is that the first signal strength is greater than the second signal strength. The second signal strength comparison result is that the first signal strength is less than or equal to the second signal strength. The first adjustment unit executes the first adjustment mode when obtaining the first signal strength comparison result. The second adjustment unit executes the second adjustment mode when obtaining the second signal strength comparison result.

9. The real-time vehicle status detection system according to claim 8, characterized in that, The co-channel interference analysis unit includes a signal acquisition subunit and a signal comparison subunit, where: The signal acquisition subunit is used to obtain the first signal strength corresponding to the first operating line section and obtain the second signal strength corresponding to the second operating line section. The signal comparison subunit is used to compare the first signal strength with the first standard signal strength and compare the second signal strength with the second standard signal strength.

10. The vehicle status real-time detection system according to claim 8, wherein: The first adjustment mode is to call a number of preparatory alternative routes and call the preparatory alternative route with the lowest co-channel interference situation among the preparatory alternative routes. Determine the co-channel interference situation among the preparatory alternative routes based on the second operating line section. The second adjustment mode is to increase the interval between adjacent trains.

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