Omnibearing intelligent monitoring device for locomotive roof

Abstract

The invention relates to the technical field of locomotive roof monitoring, in particular to a locomotive roof omnibearing intelligent monitoring device which comprises a roof high-tension porcelain insulator monitoring module, a pantograph monitoring module, a display module and a data analysis module. By monitoring the state of the high-tension porcelain insulator on the roof in real time, the situation that the current cannot be blocked after the high-tension porcelain insulator is damaged in the running process of the locomotive is avoided, and accidents are avoided. The high-definition monitoring camera and the infrared monitoring camera are used for respectively collecting a view and a thermal imaging diagram, so that the judgment result is more accurate. The detection result is analyzed and judged through data, the vehicle roof high-tension porcelain insulator monitoring unit judges the breakage state of a porcelain insulator to ensure the driving safety of a locomotive and the efficiency of traffic transportation, and the pantograph monitoring unit ensures the accuracy of the detection result through two times of verification in a layered and emphasized manner. And the arc discharge monitoring unit judges the arc discharge duration and the arc discharge times, so that the safety and the service life of the line are further guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of locomotive roof monitoring, and in particular to an all-round intelligent monitoring device for a locomotive roof. Background Art

[0002] The operating energy of high-speed rail (EMU) locomotives is provided by the contact network (positive pole) above the top of the locomotive and the rails (negative pole). The locomotive power supply equipment is in contact with the contact network through the roof pantograph, and the current is transmitted to the locomotive power supply equipment through the line connected to the pantograph. Therefore, the roof pantograph and the line below it must be insulated from the car body.

[0003] Chinese Patent Publication No.: CN103207357A discloses a corona monitoring system for an insulating porcelain bottle of a railway locomotive pantograph, which includes a reflector group and a corona monitor; the reflector group is located directly in front of the corona monitor and consists of four plane reflectors: a first, a second, a third, and a fourth plane reflector arranged on the same horizontal line. The meridian planes of the four plane reflectors all coincide with the meridian plane of the corona monitor lens, and the four plane reflectors are arranged at an acute angle to the optical axis of the corona monitor lens. A first double reflector group consisting of the first and third plane reflectors is arranged to the left of the optical axis of the corona monitor lens, and a second double reflector group consisting of the second and fourth plane reflectors is arranged symmetrically with the first double reflector group to the right of the optical axis of the corona monitor lens, with a gap left between the third and fourth plane reflectors.

[0004] It can be seen that the corona monitoring system of the railway locomotive pantograph insulation porcelain bottle has the following problems: The corona monitoring system for the railway locomotive pantograph insulating porcelain bottles only detects the pantograph insulating porcelain bottles, and does not simultaneously detect the line risks that may cause corona phenomena in the pantograph insulating porcelain bottles and the hard-point damage of the pantograph. Summary of the Invention

[0005] To this end, the present invention provides an all-round intelligent monitoring device for the locomotive roof to overcome the problem in the prior art that there is no detection of line risks that may cause corona phenomenon in the pantograph insulation porcelain bottle and hard point damage to the pantograph.

[0006] To achieve the above objectives, the present invention provides a locomotive roof omnidirectional intelligent monitoring device, comprising: A high-pressure porcelain bottle monitoring module includes a first image monitoring integration composed of a plurality of high-definition cameras for collecting image data of the high-pressure porcelain bottle; A pantograph monitoring module, comprising a second image monitoring integration consisting of a plurality of high-definition cameras for collecting pantograph image data, and an infrared monitoring integration consisting of a plurality of infrared cameras for collecting pantograph thermal imaging data; a display module connected to the data analysis module and displaying the data and alarm information processed by the data analysis module; The data analysis module is connected to the first image monitoring integration, the second image monitoring integration, and the infrared monitoring integration respectively; The data analysis module obtains the data of the first image monitoring integration to determine the damage state of the high-voltage porcelain bottle, and determines whether to stop the locomotive and send a rescue message and whether to start a high-voltage porcelain bottle fault reporting program according to the determined damage state; The data analysis module obtains the data integrated by the second image monitoring to determine the hard point damage status of the pantograph and the occurrence of arcing, and comprehensively determines whether to start the line fault reporting program based on the two factors of the determined hard point damage status and the occurrence of the arcing phenomenon.

[0007] Furthermore, a high-pressure porcelain bottle monitoring unit is connected to the first image monitoring integration, and is capable of analyzing the damage status of the high-pressure porcelain bottle based on the data collected by the first image monitoring integration; a pantograph hard point damage monitoring unit, which is connected to the second image monitoring integration and the infrared monitoring integration respectively, and can analyze the hard point damage status of the pantograph based on the data collected by the second image monitoring integration and the infrared monitoring integration; The pantograph arcing monitoring unit is connected to the second image monitoring set and can analyze the occurrence of the arcing phenomenon based on the data collected by the second image monitoring set.

[0008] Furthermore, the high-pressure porcelain bottle monitoring unit compares the image data of the high-pressure porcelain bottle collected by the first image monitoring integration with the standard image of the high-pressure porcelain bottle to obtain a compliance ratio of the high-pressure porcelain bottle, and confirms the damage state of the high-pressure porcelain bottle according to the compliance ratio of the high-pressure porcelain bottle, and then determines whether to stop the locomotive and send a rescue message and whether to start a high-pressure porcelain bottle fault reporting program according to the damage state of the broken high-pressure porcelain bottle; The compliance ratio is the overlap ratio between the digital information image simulated by the collected pixel points and the standard image.

[0009] Furthermore, the pantograph hard point damage monitoring unit obtains the data collected by the second image monitoring integration and performs preliminary judgment and area division, and determines whether it is necessary to analyze the data collected by the infrared monitoring integration according to the preliminary judgment result; When the data collected by the infrared monitoring integration needs to be analyzed, the pantograph hard point damage monitoring unit analyzes the data collected by the infrared monitoring integration according to the divided areas to determine the hard point damage status and determine whether to start the line fault reporting program.

[0010] Furthermore, the pantograph hard point damage monitoring unit compares the pantograph image data collected by the second image monitoring integration with the pantograph standard image, and divides the pixel points of the collected image into regions according to the comparison result, wherein, The first part of the area is composed of all the conforming pixels of the view; The second area is composed of all the non-compliant pixels.

[0011] Furthermore, the pantograph hard point damage monitoring unit obtains the non-compliant ratio of the first partial area by comparing the thermal imaging of the first partial area with the pantograph standard image; The pantograph hard point damage monitoring unit obtains the compliance ratio of the second part of the area by comparing the thermal image of the second part of the area with the pantograph standard image; The compensation coefficient of the non-compliant ratio of the first part of the thermal imaging area to the compliant ratio of the pantograph is combined with the compensation coefficient of the compliant ratio of the second part of the thermal imaging area to the compliant ratio of the pantograph, and the non-compliant ratio of the first part of the area, the compliant ratio of the second part of the area, and the compliant ratio of the pantograph are used to obtain the compliant ratio of the pantograph.

[0012] Furthermore, the pantograph arcing monitoring unit integrates the collected single duration of the arcing phenomenon and the number of times the arcing phenomenon occurs within the preset monitoring time through the second image monitoring, and determines whether there is a fault on this section of the line through the single duration of the arcing phenomenon and the number of times the arcing phenomenon occurs within the preset monitoring time.

[0013] Furthermore, the pantograph arc monitoring unit calculates the risk coefficient by combining the single arcing duration, the number of arcing phenomena occurring within the preset monitoring duration, the weight compensation value, the compensation value of the risk factor for single arcing phenomena of different durations, and the compensation value of the risk factor for the number of arcing phenomena occurring within the preset monitoring duration.

[0014] Furthermore, the pantograph hard point damage monitoring unit determines a safety risk coefficient based on the compliance ratio calculated by the pantograph, sets a minimum safety risk coefficient for verification, and determines an actual safety risk coefficient.

[0015] Furthermore, the pantograph arcing monitoring unit confirms whether there is a fault on the line by comparing the calculated risk coefficient with the actual safety risk coefficient, and determines whether to start a line fault reporting program based on the fault situation.

[0016] Compared with the existing technology, the beneficial effect of the present invention is that the status of the high-voltage porcelain bottle on the roof is monitored in real time, avoiding accidents caused by the damage of the high-voltage porcelain bottle during the locomotive's operation, which causes the breakdown voltage value that can be resisted to drop, resulting in the remaining high-voltage porcelain bottle being unable to meet the insulation requirements of the pantograph and the vehicle body for blocking the high voltage.

[0017] Furthermore, the first image monitoring integration, the second image monitoring integration, and the infrared monitoring integration respectively collect views and thermal phase diagrams, and provide more comparative data for the data analysis of the data analysis module through different images, making the judgment results more accurate.

[0018] Furthermore, when the high-pressure porcelain bottle is damaged or the line fails, an alarm is displayed to the driver, so that the driver can understand the locomotive situation in time, confirm the locomotive status, and ensure driving safety.

[0019] The rooftop high-voltage porcelain bottle monitoring unit categorizes porcelain bottle damage into three levels, with different approaches used to address these issues. Minor damage, which does not affect normal operation, requires no action. However, if the damage is significant but the breakdown voltage remains above the actual operating voltage, a fault reporting process is initiated. If the damage is severe enough to render safe operation unsafe, the locomotive is immediately stopped, an alarm is activated, and a rescue message is sent to nearby stations. This tiered approach ensures both locomotive safety and transportation efficiency.

[0020] Furthermore, a high-definition camera performs a preliminary inspection of the pantograph. The inspection results are segmented and judged using the SegNet semantic segmentation network model, dividing the judgment results into two regions. This modular regional judgment and division improves the problem of the actual verification process requiring more computing power for two global searches. A general verification is performed on one area, and a precise verification is performed on another. This hierarchical and focused double verification ensures the accuracy of the inspection results, allowing the verification process to be completed with less computing power, ensuring economic value and ensuring widespread use.

[0021] Furthermore, the arcing monitoring unit sets a maximum limit on the arcing duration, ensuring that overly dangerous arcing points can be reported and repaired in a timely manner, avoiding fires and damage to roof components caused by excessive arcing sparks, thereby ensuring safety. The maximum limit on the number of arcing events within the preset monitoring time ensures that when arcing occurs too frequently, it can be reported and repaired in a timely manner, avoiding frequent arcing that causes excessive temperatures in the pantograph and line, further causing deformation of the line. This ensures the safety and life of the line. When both are within the safe range, a comprehensive risk factor is set to evaluate the relationship between arcing and line safety, and timely reports are made on lines with higher risks, further ensuring the safety and life of the line. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is a schematic diagram of the overall layout of a locomotive roof omnidirectional intelligent monitoring device according to the present invention; Figure 2 This is a flow chart of the pantograph hard-click damage determination according to the present invention; Figure 3 This is a flow chart of the pantograph arcing determination according to the present invention; Figure 4 This is an overall flow chart of the all-round intelligent monitoring device for locomotive roof described in the present invention. DETAILED DESCRIPTION

[0023] In order to make the objects and advantages of the present invention more clearly understood, the present invention is further described below in conjunction with embodiments; it should be understood that the specific embodiments described herein are merely used to explain the present invention and are not intended to limit the present invention.

[0024] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0025] It should be noted that, in the description of the present invention, terms such as "up", "down", "left", "right", "inside", and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying 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. Therefore, it cannot be understood as a limitation on the present invention.

[0026] Furthermore, it should be noted that, in the description of the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0027] Figure 1 This is a schematic diagram of the overall layout of a locomotive roof all-round intelligent monitoring device according to the present invention. Figure 2 This is a flow chart of the pantograph hard-click damage determination according to the present invention. Figure 3 This is a flow chart of the pantograph arcing determination according to the present invention. Figure 4 This is the overall flow chart of the all-round intelligent monitoring device for locomotive roof according to the present invention. The present invention provides a locomotive roof omnidirectional intelligent monitoring device, comprising: A high-voltage porcelain bottle monitoring module includes a first image monitoring integration 2 composed of a plurality of high-definition cameras for collecting image data of the high-voltage porcelain bottle; The pantograph monitoring module includes a second image monitoring integration 3 composed of several high-definition cameras for collecting image data of the pantograph 5, and an infrared monitoring integration 4 composed of several infrared cameras for collecting thermal imaging data of the pantograph 5; a display module connected to the data analysis module and displaying the data and alarm information processed by the data analysis module; The data analysis module is connected to the first image monitoring integration 2, the second image monitoring integration 3, and the infrared monitoring integration 4 respectively; The data analysis module obtains the data of the first image monitoring integration 2 to determine the damage state of the high-voltage porcelain bottle 1, and determines whether to stop the locomotive and send a rescue message and whether to start the high-voltage porcelain bottle fault reporting program according to the determined damage state.

[0028] Specifically, it includes a first image monitoring integration 2 on the roof of section a, which is used to collect the status of the high-voltage porcelain bottle 1 on the roof of section a in real time, and collect it into the data analysis module to monitor the status of the high-voltage porcelain bottle 1 on the roof in real time, thereby avoiding the situation where the high-voltage porcelain bottle 1 is not discovered after being damaged during the locomotive driving, resulting in the remaining high-voltage porcelain bottle 1 being unable to meet the requirements of blocking the high-voltage pantograph 5 and the vehicle body, thereby avoiding the occurrence of accidents.

[0029] Specifically, the second image monitoring system 3, located on the roof of section a, is used to collect the status of the pantograph 5 in real time and aggregate the captured images into the data analysis module. This system consists of a high-definition surveillance camera and an infrared surveillance camera, which respectively capture visual images and thermal phase images. Collecting different images provides the data analysis module with more comparative data, making the judgment more accurate.

[0030] Specifically, the display module includes a touch screen section A and a touch screen section B. The touch screen section A is arranged in the cab of section A, and the touch screen section B is arranged in the cab of section B. When the high-pressure porcelain bottle 1 is damaged, or a hard click injury occurs, or there is a line fault, an alarm is displayed to the driver, so that the driver can understand the locomotive situation in time, confirm the locomotive status, and ensure driving safety.

[0031] Specifically, the data analysis module includes: The POE industrial switch is connected to the roof high-voltage porcelain bottle monitoring module and the pantograph monitoring module respectively, and is used to analyze the image information collected by the roof high-voltage porcelain bottle monitoring module and the pantograph monitoring module, and determine the working status of the locomotive.

[0032] Specifically, the high-voltage porcelain bottle 1 monitoring unit mainly uses the SegNet semantic segmentation network model to classify each pixel in the image collected by section a and the roof first image monitoring integration 2, and compare it with the standard pixel points of high-voltage porcelain bottle 1 to calculate the compliance ratio of high-voltage porcelain bottles.

[0033] Among them, the compliance ratio is the overlap ratio P between the digital information image simulated by the collected pixel points and the pantograph 5 standard image.

[0034] The specific comparison process is to detect pixel points, and all pixel points that meet the requirements are recorded as high-voltage porcelain bottle compliant pixel points Y, and all pixel points that do not meet the requirements are recorded as high-voltage porcelain bottle non-compliant pixel points X; P=Y / (X+Y) According to the overlap ratio, there are three types of damage states: Under normal conditions, the compliance rate of high-pressure porcelain bottles is between 100% and 90%; In the damaged state, the compliance rate of high-pressure porcelain bottles is between 90% and 60%; In an emergency situation, the compliance rate of high-pressure porcelain bottles is between 60% and 0%.

[0035] Under normal conditions, maintain normal driving.

[0036] In the damaged state, the high-pressure porcelain bottle fault reporting program needs to be activated.

[0037] In an emergency, stop the locomotive immediately, send rescue information to nearby stations, and start the high-pressure porcelain cylinder failure reporting program.

[0038] Among them, when the high-pressure porcelain bottle 1 starts the fault reporting program, the first image monitoring integration 2 image within the preset monitoring time before the change moment is saved and sent to the ground center for data aggregation, and the high-pressure porcelain bottle alarm information is sent to the display module.

[0039] Since the breakdown voltage of the locomotive's roof high-voltage porcelain bottle 1 is designed to have a certain safety margin when it is designed, it will not be broken down immediately when part of the locomotive's roof high-voltage porcelain bottle 1 is damaged. Therefore, in order to prevent too frequent stops from affecting traffic, the damage state can be divided into three levels, and different methods are used to deal with the damage of the roof high-voltage porcelain bottle 1 according to different damage states. When the degree of damage is very small, it does not affect the normal operation of the roof high-voltage porcelain bottle 1 and does not need to be handled. When the degree of damage is large but the breakdown voltage is still higher than the actual working voltage, the high-voltage porcelain bottle fault reporting program is turned on. When the degree of damage is large and it is no longer safe to drive, the locomotive is stopped immediately and the alarm is turned on, and rescue information is sent to nearby stations. The graded adjustment not only ensures the safety of locomotive driving, but also ensures the efficiency of transportation.

[0040] Specifically, the pantograph hard point damage monitoring unit also mainly adopts the SegNet semantic segmentation network model to classify each pixel in the image collected by the first image monitoring integration 2, and compare it with the pantograph standard pixel to obtain the view compliance ratio Pv.

[0041] The specific comparison process is to detect the view pixels, record all the pixels at the same position as the view compliant pixels Yv, and record all the pixels at the same position as the view non-compliant pixels Xv; Pv=Yv / (Xv+Yv) Preliminary determination of hard click damage status based on view compliance ratio (Pv); The state without hard hit damage is calculated as the compliance ratio is correct at 90%-100%; Unable to confirm the status of hard-hit damage to calculate compliance percentage, the correct percentage is 85%-90%; The correct percentage of the calculation of compliance ratio for hard hit damage is 0%-85%; When it is determined that the hard point damage status cannot be confirmed, the pantograph hard point damage monitoring unit divides all pixels into two areas according to whether the pixels are view-compliant pixels. The pixels that are view-compliant pixels constitute the first area, and the pixels that are view-incompliant pixels constitute the second area. Each pixel in the image of the first part collected by the infrared monitoring integration 4 is classified and compared with the pantograph standard pixels, and the non-compliant proportion Pr1f of the thermal imaging in the first area is calculated. Each pixel in the image of the second part collected by the infrared monitoring integration 4 is classified and compared with the pantograph standard pixels, and the compliant proportion Pr2t of the thermal imaging in the second area is calculated.

[0042] The specific comparison process is to detect the pixel points in the first part of the thermal imaging area, record all the pixel points that meet the requirements as thermal imaging compliant pixel points Yr1, and record all the pixel points that do not meet the requirements as thermal imaging non-compliant pixel points Xr1.

[0043] Pr1f=Xr1 / (Yr1+Xr1) Detect the pixel points in the second part of the thermal imaging area, record all the pixel points that meet the requirements as thermal imaging compliant pixel points Yr2, and record all the pixel points that do not meet the requirements as thermal imaging non-compliant pixel points Xr2.

[0044] Pr2t=Yr2 / (Yr2+Xr2) The pantograph hard point damage monitoring unit calculates the compliance ratio Pz using these data.

[0045] Pz=Pv-Pr1f×k1+Pr2t×k2 Where k1 is the compensation coefficient of the non-compliant ratio in the first part of the thermal imaging area to the calculated compliant ratio Pz, and K2 is the compensation coefficient of the compliant ratio in the second part of the thermal imaging area to the calculated compliant ratio Pz.

[0046] Further determine the hard point damage status based on the calculated compliance ratio Pz; The state without hard hit damage is calculated as the compliance ratio is correct at 90%-100%; The correct percentage of micro-hard point injury calculation compliance is 85%-90%; The correct percentage of the calculation of compliance ratio for hard hit damage is 0%-85%; If a hard-hit damage condition is confirmed, immediately start the line fault reporting procedure.

[0047] If it is determined that there is no hard point injury, no judgment is required for normal driving.

[0048] In the state of slight hard click damage, it is necessary to determine whether to start the line fault reporting program in conjunction with the arc monitoring unit.

[0049] In order to facilitate the evaluation of the calculated risk coefficient E of the arc monitoring unit, it is necessary to determine an actual safety risk coefficient Es based on the calculated compliance ratio, and use the actual safety risk coefficient as the anchor value for the evaluation. In this process, we first introduce a calculated safety risk coefficient Ez as a process quantity.

[0050] Ez=Pz×d Wherein, d is the compensation value of the calculated compliance ratio for the calculated risk coefficient. The d value given in this embodiment is 100.

[0051] The data analysis module is set with a minimum safety risk factor Emin=85; If Ez≥Emin, then select Es=Ez If Ez<Emin, then select Es=Emin When the calculated safety factor is too small, a minimum value is set to limit it. On the one hand, when the hard point damage of the pantograph 5 reaches a certain level, continuing to damage the pantograph 5 cannot further increase the probability of arcing caused by the uneven surface of the pantograph 5. On the other hand, a calculated safety factor that is too small has no meaning for the next step of judgment.

[0052] A high-definition camera performs a preliminary inspection of pantograph 5. The inspection results are segmented and judged using the SegNet semantic segmentation network model, dividing the results into a first region of pixels deemed compliant and a second region of pixels deemed non-compliant. This modularized region determination and division improves the problem of requiring more computing power for two global searches during the actual verification process. A general verification is performed on the first region, and a precise verification is performed on the second region. This two-step, hierarchical and focused verification ensures the accuracy of the monitoring results, enabling the verification process to be completed with less computing power, ensuring economic value and enabling widespread application of this system.

[0053] After verification, the calculated compliance percentage is obtained, which is used to confirm the hard-hit damage status, and the operating mode of the locomotive and display equipment is confirmed based on the hard-hit damage status. This complete control chain ensures real-time and accurate calculation of the compliance percentage, correctly determines whether to activate the line fault reporting program, ensures locomotive safety during operation, and provides real-time feedback on potential problems on the route, reducing locomotive maintenance and operating costs.

[0054] After verification, the compliance ratio is calculated to evaluate the actual safety risk coefficient Es of arcing in the current state. When the hard point damage degree of the pantograph is relatively small, the working surface of the pantograph is very smooth, and the possibility of arcing due to defects in the pantograph itself is small. As the hard point damage degree of the pantograph increases, the working surface of the pantograph becomes rougher, and the possibility of arcing due to defects in the pantograph itself increases. Therefore, according to the different hard point damage degrees of the pantograph, that is, the different compliance ratios, the corresponding actual safety risk coefficient is calculated to ensure that there can be specific assessment values of the risk of arcing occurring for different pantograph hard point damage states, to ensure the reliability of the error information, and to make the reported information more valuable for reference.

[0055] Specifically, the arcing monitoring unit analyzes the images collected by the second image monitoring integration 3, obtains the single arcing duration H and the number of arcing phenomena occurring within the preset monitoring duration Z, and calculates the risk coefficient E based on the single arcing duration H and the number of arcing phenomena occurring within the preset monitoring duration.

[0056]

[0057] e1, e2, and e3 are the compensation values of the risk coefficient for single arcing phenomena of different durations; When Hi ≥ 1.5s, e1 = 100; When 0.5≤Hi<1.5, e2=8; When Hi<0.5, e3=1; b is the compensation value of the number of arcing phenomena occurring within the preset monitoring time to the risk coefficient; When Z ≥ 7, b = 100 2≤Z<7, b=9; When Z < 2, b = 1 q is the weighted compensation value of the number of arcing times to the risk coefficient.

[0058] When Z ≥ 5, q = 1 When Z < 5, q = 0.7 The arc monitoring unit confirms whether there is a fault in the line by comparing the risk factor with the actual safety risk factor.

[0059] When the risk factor is greater than or equal to the actual safety risk factor, it is determined that there is a fault on the line.

[0060] When the risk factor is less than the actual safety risk factor, it is determined that there is no fault on the line.

[0061] When it is determined that there is no fault on the line, the locomotive operates normally.

[0062] When a fault is identified on the line, the line fault reporting procedure is immediately initiated.

[0063] First, by setting a maximum value for e1, the maximum single arcing duration is limited. This is to avoid fires, roof component damage, etc. caused by excessive arcing sparks. This ensures that the locomotive can promptly report and repair any arcing points that are too dangerous, thereby ensuring safety. By setting a minimum value for e3, the single arcing duration is limited. This is to eliminate the inevitable occurrence of some occasional minor arcing phenomena during locomotive operation. Such occasional minor arcing phenomena will basically not affect the safety of the line. This eliminates the interference of some minor arcing phenomena on the line risk value. By setting a maximum value for b, the number of arcing phenomena within the preset monitoring time is limited. This is to avoid frequent arcing phenomena that lead to excessively high temperatures of the pantograph 5 and the line, resulting in line deformation. This ensures that when arcing phenomena occur too frequently, they can be reported and repaired in a timely manner. By setting a minimum value for b, the number of arcing phenomena that occur within the preset monitoring time is limited in order to eliminate some occasional smaller arcing phenomena that are inevitable during the locomotive's operation. Such occasional smaller arcing phenomena basically have no impact on the safety of the line. In this way, the interference of some arcing phenomena with low risks on the line risk value is eliminated.

[0064] When both are within the safety range, a weighted compensation value for the number of arcing events is set. This is because when arcing occurs frequently, the risk of the line mainly comes from the deformation of the line caused by excessive arcing. At this time, the weighted compensation coefficient of the number of arcing events is larger. When arcing occurs less frequently, it is considered that the recurrence of arcing is an inevitable accidental phenomenon, and it will not accumulate too much temperature to deform the line. The risk of the line mainly comes from the damage to the line caused by sparks caused by excessive arcing time. At this time, the weight of the number of arcing events is relatively small. The calculated risk coefficient is calculated by comprehensively considering the arcing duration and the number of arcing events within the preset monitoring time. When the calculated risk coefficient is evaluated, the accuracy of the calculated risk coefficient is guaranteed by determining different calculated risk coefficients applicable to different situations. The calculated risk coefficient is the key to evaluating arcing phenomena and line safety. Accurate and timely reporting of lines with higher risks ensures the safety and life of the line.

[0065] In this example, the preset monitoring time is 10 minutes.

[0066] Thus far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present invention.

[0067] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A locomotive roof all-round intelligent monitoring device, characterized in that: include: A high-pressure porcelain bottle monitoring module includes a first image monitoring integration composed of a plurality of high-definition cameras for collecting image data of the high-pressure porcelain bottle; A pantograph monitoring module, comprising a second image monitoring integration consisting of a plurality of high-definition cameras for collecting pantograph image data, and an infrared monitoring integration consisting of a plurality of infrared cameras for collecting pantograph thermal imaging data; a data analysis module connected to the first image monitoring integration, the second image monitoring integration, and the infrared monitoring integration respectively; The data analysis module acquires the first image monitoring integrated data to determine the damage state of the high-voltage porcelain bottle, and determines whether to stop the locomotive and send a rescue message and whether to start a high-voltage porcelain bottle fault reporting program according to the determined damage state; The data analysis module monitors the integrated data through the second image to determine the hard point damage status of the pantograph and the occurrence of arcing to determine whether to start a line fault reporting program.

2. The locomotive roof omnidirectional intelligent monitoring device according to claim 1, characterized in that: Also includes: a display module connected to the data analysis module and displaying the data and alarm information processed by the data analysis module; The data analysis module comprises: a high-pressure porcelain bottle monitoring unit, connected to the first image monitoring integration, capable of analyzing the damage status of the high-pressure porcelain bottle based on data collected by the first image monitoring integration; a pantograph hard point damage monitoring unit, which is connected to the second image monitoring integration and the infrared monitoring integration respectively, and can analyze the hard point damage status of the pantograph based on the data collected by the second image monitoring integration and the infrared monitoring integration; The pantograph arcing monitoring unit is connected to the second image monitoring integration and can analyze the occurrence of the arcing phenomenon based on the data collected by the second image monitoring integration.

3. The all-round intelligent monitoring device for locomotive roof according to claim 2, characterized in that: The high-pressure porcelain bottle monitoring unit compares the high-pressure porcelain bottle image data collected by the first image monitoring integration with the high-pressure porcelain bottle standard image to obtain a high-pressure porcelain bottle compliance ratio to confirm the damage status of the high-pressure porcelain bottle, and determines whether to stop the locomotive and send a rescue message and whether to start a high-pressure porcelain bottle fault reporting program according to the damage status of the high-pressure porcelain bottle; The compliance ratio is the overlap ratio between the digital information image simulated by the collected pixel points and the standard image.

4. The all-round intelligent monitoring device for a locomotive roof according to claim 2, characterized in that: The pantograph hard point damage monitoring unit obtains the data collected by the second image monitoring integration and performs preliminary judgment and area division, and determines whether it is necessary to analyze the data collected by the infrared monitoring integration according to the preliminary judgment result; When determining that the data collected by the infrared monitoring integration needs to be analyzed, the pantograph hard point damage monitoring unit analyzes the data collected by the infrared monitoring integration according to the divided areas to determine the hard point damage status and determine whether to start the line fault reporting program.

5. The all-round intelligent monitoring device for locomotive roof according to claim 4, characterized in that: The pantograph hard point damage monitoring unit compares the pantograph image data collected by the second image monitoring integration with the pantograph standard image to divide the area, wherein, The first part of the area is composed of all the conforming pixels in the view; The second area is composed of all the non-compliant pixels.

6. The all-round intelligent monitoring device for locomotive roof according to claim 5, characterized in that: The pantograph hard point damage monitoring unit obtains a non-compliant ratio in the first partial area and a compliant ratio in the second partial area by comparing the pixel points in the first partial area and the second partial area with the pantograph standard image; The compensation coefficient of the non-compliant ratio of the first part of the thermal imaging area to the compliant ratio of the pantograph is combined with the compensation coefficient of the compliant ratio of the second part of the thermal imaging area to the compliant ratio of the pantograph, and the non-compliant ratio of the first part of the area, the compliant ratio of the second part of the area, and the compliant ratio of the pantograph are used to obtain the compliant ratio of the pantograph.

7. The all-round intelligent monitoring device for locomotive roof according to claim 2, characterized in that The pantograph arcing monitoring unit integrates the collected single duration of the arcing phenomenon and the number of times the arcing phenomenon occurs within the preset monitoring time through the second image monitoring, and determines whether there is a fault on this section of the line based on the single duration of the arcing phenomenon and the number of times the arcing phenomenon occurs within the preset monitoring time.

8. The all-round intelligent monitoring device for a locomotive roof according to claim 7, characterized in that: The pantograph arc monitoring unit calculates the risk coefficient by combining the single arcing duration, the number of arcing phenomena occurring within the preset monitoring duration, the weight compensation value, the compensation value of the risk factor for single arcing phenomena of different durations, and the compensation value of the risk factor for the number of arcing phenomena occurring within the preset monitoring duration.

9. The all-round intelligent monitoring device for a locomotive roof according to claim 6, characterized in that: The pantograph hard point damage monitoring unit determines a safety risk coefficient based on the compliance ratio calculated by the pantograph, and sets a minimum safety risk coefficient for verification to determine the actual safety risk coefficient.

10. The all-round intelligent monitoring device for locomotive roof according to claim 9, characterized in that: The pantograph arcing monitoring unit confirms whether there is a fault on the line by comparing the calculated risk coefficient with the actual safety risk coefficient, and determines whether to start the line fault reporting program based on the fault situation.

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