Rail train multi-system fusion control and monitoring system

Abstract

The invention relates to the field of train control, and provides a rail train multi-system fusion control and monitoring system which comprises train node fusion hosts arranged at the head and the tail of a rail train, vehicle node fusion hosts arranged in middle carriages of the rail train and vehicle control and monitoring modules arranged in the carriages. The train node fusion host, the vehicle node fusion host and the vehicle control and monitoring module are connected through a virtual local area network; when a rail train runs, the train node fusion host controls compartment equipment, the train node fusion host obtains rail feature information, and train vibration and wheel track information is obtained through the train control and monitoring module. And the train node fusion host respectively controls the braking force and the traction force of the inner rail side wheel and the outer rail side wheel of the rail train according to the rail characteristic information, and controls the braking force and the traction force according to the train vibration and the wheel rail information.

Description

Technical Field

[0001] This invention relates to the field of train control technology, and in particular to a multi-system integrated control and monitoring system for rail trains. Background Technology

[0002] With the rapid advancement of rail transit towards intelligence, digitalization, and automation, trains face higher demands in terms of real-time data perception, low-latency processing, high-bandwidth transmission, safe and reliable control, and efficient vehicle-ground coordination. However, existing distributed system architectures for rail trains are insufficient to fully meet these requirements. (See [link to relevant documentation]). Figure 1 The core subsystems of trains, such as control, monitoring, and drive systems, are generally implemented with independent hardware, resulting in the deployment of a wide variety of dedicated host devices, such as independent central control unit hosts, dedicated monitoring hosts, and drive controllers for each device. Furthermore, to ensure functional isolation, the control network (carrying critical commands) and the monitoring network (carrying status information) are usually physically separated, limiting efficient information fusion and collaboration. Particularly noteworthy is that various monitoring systems on the train (such as bogies, door control, fire alarms, and air conditioning) are completely independent systems, each equipped with its own dedicated monitoring host, sensors, and network. Because these systems operate independently and lack unified planning, a large number of sensors installed in the same locations (such as those measuring vibration and temperature) exhibit functional overlap and redundant deployment, leading to hardware resource redundancy, increased system complexity, and low data processing efficiency, hindering the improvement of the overall train's intelligence level. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in related technologies. To this end, the present invention provides a multi-system integrated control and monitoring system for rail trains, which realizes comprehensive control of the train's braking force, traction force, and carriage equipment.

[0004] This invention provides a multi-system integrated control and monitoring system for rail trains, including a train node fusion host set at the head and tail of the rail train, a vehicle node fusion host set in the middle carriage of the rail train, and a vehicle control and monitoring module set in each carriage. The train node fusion host, the vehicle node fusion host and the vehicle control and monitoring module are connected through a virtual local area network. When the rail train is in motion, the vehicle node fusion host controls the carriage equipment. The train node fusion host acquires track characteristic information and obtains train vibration and wheel-rail information through the vehicle control and monitoring module. The train node fusion host controls the braking force and traction force of the inner and outer rail side wheels of the rail train according to the track characteristic information, and controls the braking force and traction force according to the train vibration and wheel-rail information.

[0005] According to the present invention, a multi-system integrated control and monitoring system for rail trains is provided. The track feature information includes track turning radius and track superelevation information. Based on the track feature information, it is determined whether the track is in a risky state. When the track is in the risky state, the driving state of the rail train is determined, and the braking force and traction force of the inner rail side wheel and the outer rail side wheel of the rail train are controlled respectively based on the driving state.

[0006] According to the present invention, a multi-system integrated control and monitoring system for rail trains reduces the traction force of the inner rail side wheels when the rail train is in traction state and increases the braking force of the inner rail side wheels when the rail train is in braking state. When the railcar is in traction, the traction force of the outer rail side wheel is increased; when the railcar is in braking, the braking force of the outer rail side wheel is decreased.

[0007] According to the present invention, a multi-system integrated control and monitoring system for rail trains includes a train vibration and wheel-rail information system, which includes wheel-rail temperature and vibration acceleration spectrum of rotating components. An abnormal vibration acceleration spectrum is obtained. The vehicle control and monitoring module obtains the train vibration and wheel-rail information for each wheelset of the rail train. When the vibration acceleration spectrum matches the abnormal vibration acceleration spectrum or the wheel-rail temperature is too high, the wheelset is determined to be a faulty wheelset, and the traction and braking force of the faulty wheelset are reduced.

[0008] According to the present invention, a multi-system integrated control and monitoring system for rail trains includes a rail vibration and wheel-rail information system that further includes wheel-rail contact characteristics and track surface environment. The wheel-rail adhesion coefficient is obtained based on the wheel-rail contact characteristics and track surface environment, and a wheel-rail adhesion coefficient threshold is determined. When the wheel-rail adhesion coefficient is lower than the wheel-rail adhesion coefficient threshold, the braking force of the rail train is reduced.

[0009] According to the present invention, a multi-system fusion control and monitoring system for rail trains is provided, wherein the train node fusion host includes a node fusion host and a node fusion sub-host, the node fusion host is located at the head of the rail train, and the node fusion sub-host is located at the tail of the rail train.

[0010] According to the present invention, a multi-system fusion control and monitoring system for rail trains is provided in which the node fusion host emits a network life signal when it is working, and the node fusion slave goes into hibernation when the network life signal exists, and the node fusion slave is activated when the network life signal disappears.

[0011] According to the present invention, a multi-system integrated control and monitoring system for rail trains is provided, wherein the vehicle node integrated host controls the carriage equipment including lighting, air conditioning, doors, and monitoring equipment.

[0012] According to the present invention, a multi-system fusion control and monitoring system for rail trains is provided, wherein the train node fusion host and the vehicle control and monitoring module are logically isolated through the virtual local area network.

[0013] The above-described one or more technical solutions in the embodiments of the present invention have at least one of the following technical effects: This invention provides a multi-system fusion control and monitoring system for rail trains. The system controls the carriage equipment through a vehicle node fusion host and controls the braking and traction forces of the inner and outer rail side wheels through a train node fusion host. This effectively reduces wheel and rail wear and extends the lifespan of the rail train. Furthermore, it can effectively identify wheel slippage, malfunctions, and other conditions. By controlling the braking and traction forces, it can effectively prevent slippage and accidents, thereby improving the safety of rail train operation.

[0014] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the prior art of a multi-system integrated control and monitoring system for rail trains provided by the present invention.

[0017] Figure 2 This is a schematic diagram of the structure of a multi-system integrated control and monitoring system for rail trains provided by the present invention. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention. The following embodiments are used to illustrate this invention but cannot be used to limit the scope of this invention.

[0019] In the description of the embodiments of the present invention, it should be noted that the terms "first", "second" and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0020] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention based on the specific circumstances.

[0021] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0022] The following is combined with Figure 2 Specific embodiments of the present invention are described below. Figure 2 This is a schematic diagram of the structure of a multi-system fusion control and monitoring system for rail trains provided by the present invention, where A represents the head and tail of the rail train, and B represents the middle carriage. Specifically, it includes a train node fusion host located at the head and tail of the rail train and a vehicle node fusion host located in the middle carriage of the rail train. Each carriage also has a vehicle control and monitoring module. The train node fusion host, vehicle node fusion host, and vehicle control and monitoring module are connected via a virtual local area network (VLAN) after being connected to their respective switch modules. Here, the programs in each host and module are deployed using containerization technology. On the one hand, containerization technology allows programs implementing various functions to be deployed directly as independent black boxes with built-in specific operating environments, operating in isolation, without affecting each other, and with high security. On the other hand, the interaction between containers supports an efficient direct communication mechanism, avoiding the latency overhead of cross-domain interaction in VLANs and significantly improving real-time performance.

[0023] Thus, when the train is traveling, the train node fusion host acquires track feature information of the track the train is traversing. This track feature information includes the turning radius of the track, track superelevation information, etc. Track superelevation information is the elevation of the outer rail relative to the inner rail at a curve. Based on the track feature information, it can be determined whether the track is in a risky state. In this embodiment, when the radius of curvature of the track at a curve is less than a curvature radius threshold, such as 600m, or when the elevation of the outer rail relative to the inner rail is greater than a preset superelevation threshold, the track section can be considered to be in a risky state. When the superelevation is too large or the radius of curvature is too small, there is a risk of an accident if the train accelerates or brakes too suddenly. Therefore, it is necessary to control the braking force and traction force of the inner and outer rail side wheels of the train separately.

[0024] Here, the wheel on the outer rail of a wheelset on a curve is called the outer rail wheel, and the wheel on the other side is called the inner rail wheel. When the train is in traction, the traction force of the inner rail wheel needs to be reduced; when the train is braking, the braking force of the inner rail wheel needs to be increased. Specifically, reducing the traction force requires a 5% to 10% reduction in traction output, and increasing the braking force of the inner rail wheel requires a 10% to 15% increase in maximum braking force. This is to balance the difference in tangential force between the wheelsets, reduce the slippage of the inner rail wheel relative to the rail, and thus significantly reduce the risk of furrow wear on the inner rail of the curve. For the outer rail wheel, when it is necessary to increase the traction force of the outer rail wheel, an increase of approximately 3% to 5% can be made, or the traction force can be kept constant. When the train is braking, the braking force of the outer rail wheel needs to be reduced, so that the maximum braking force of the outer rail wheel is delayed. This allows the potential of the outer rail to provide greater wheel-rail contact force to compensate for part of the steering resistance caused by the steering angle, optimize traction efficiency, and reduce overall motor energy consumption.

[0025] For rail trains, abnormal temperature increases or abnormal vibrations caused by malfunctions may occur in the wheelsets during operation. These are potential signs of failure, and failure to take timely measures may lead to bearing damage or even more serious accidents. Therefore, it is necessary to acquire train vibration and wheel-rail information for each wheelset through the vehicle control and monitoring module. Train vibration and wheel-rail information includes wheel-rail temperature and vibration acceleration spectrum of rotating components. The vibration acceleration spectrum includes the acceleration spectrum of bearings, gearboxes, etc., in each wheelset due to rotation. In addition, it is also necessary to acquire the abnormal vibration acceleration spectrum, which is the acceleration spectrum exhibited by the rotation of rotating components when the wheelset malfunctions. The vibration acceleration spectrum is compared with the abnormal vibration acceleration spectrum. If the comparison result is a match, or if the wheel-rail temperature is higher than a preset temperature threshold, it indicates that the wheelset has malfunctioned and is identified as a faulty wheelset. At this time, it is necessary to reduce the traction and braking force of the faulty wheelset, that is, to reduce the peak output of traction or braking force by an additional 3%-5%, reduce its load, protect the potentially damaged bearings, prevent the damage to the faulty bearings or gears from being aggravated under the high stress of curves, and improve driving safety.

[0026] Train vibration and wheel-rail information also includes wheel-rail contact characteristics and track surface environment. The vehicle control and monitoring module makes judgments based on wheel-rail contact characteristics and track surface environment to obtain the wheel-rail adhesion coefficient. A threshold for the wheel-rail adhesion coefficient is determined empirically. When the wheel-rail adhesion coefficient is lower than the threshold, it indicates poor friction conditions between the wheel and rail, making wheelset slippage or skidding likely. In this case, reducing the braking force of the train can prevent wheelset abrasion. This strategy is particularly suitable for braking on curves under wet (e.g., after rain) conditions, effectively preventing wheel abrasion or rail delamination caused by sudden changes in instantaneous friction between the wheel and rail.

[0027] As mentioned above, the train node fusion host plays a crucial role in ensuring train operation safety. A malfunction in the host could threaten normal train operation. Since they are located at the front and rear of the train, the host at the front is defined as the node fusion host, and the one at the rear is defined as the node fusion slave. Normally, the node fusion host is active while the node fusion slave is in a dormant state. When the node fusion host is active, it emits a network life signal at a fixed frequency. When the network life signal disappears, it indicates that the node fusion host has failed. At this point, the node fusion slave is activated to take over from the failed host until a network life signal is detected again, or until the train is re-energized after a power outage and successfully arbitrates.

[0028] The vehicle node fusion host controls equipment such as lighting, air conditioning, and doors. It also controls and monitors systems including the pantograph-catenary system, running gear, fire alarm, and carriage video surveillance. Furthermore, it can predict the battery health and remaining lifespan of the onboard batteries. If the vehicle node fusion host in a carriage fails, it can be taken over by the vehicle node fusion host in the preceding carriage. The train node fusion host and the vehicle control and monitoring module are logically isolated via a virtual local area network to avoid logical interference between them.

[0029] This invention can significantly reduce the energy consumption of rail trains on curves by 15%, reduce wheel-rail wear (especially wear on the inner rail side and wheel flange) by 20%, and effectively curb the expansion trend of early bearing damage points.

[0030] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A multi-system integrated control and monitoring system for rail trains, characterized in that, It includes a train node fusion host set at the head and tail of the rail train, a vehicle node fusion host set in the middle carriage of the rail train, and a vehicle control and monitoring module set in each carriage. The train node fusion host, the vehicle node fusion host and the vehicle control and monitoring module are connected through a virtual local area network. When the rail train is in motion, the vehicle node fusion host controls the carriage equipment. The train node fusion host acquires track characteristic information and obtains train vibration and wheel-rail information through the vehicle control and monitoring module. The train node fusion host controls the braking force and traction force of the inner and outer rail side wheels of the rail train according to the track characteristic information, and controls the braking force and traction force according to the train vibration and wheel-rail information.

2. The multi-system integrated control and monitoring system for rail trains according to claim 1, characterized in that, The track feature information includes the track turning radius and track superelevation information. Based on the track feature information, it is determined whether the track is in a risky state. When the track is in a risky state, the driving state of the track train is determined, and the braking force and traction force of the inner and outer rail side wheels of the track train are controlled respectively based on the driving state.

3. The multi-system integrated control and monitoring system for rail trains according to claim 2, characterized in that, When the railcar is in a traction state, the traction force of the inner rail side wheel is reduced; when the railcar is in a braking state, the braking force of the inner rail side wheel is increased. When the railcar is in traction, the traction force of the outer rail side wheel is increased; when the railcar is in braking, the braking force of the outer rail side wheel is decreased.

4. The multi-system integrated control and monitoring system for rail trains according to claim 1, characterized in that, The train vibration and wheel-rail information includes wheel-rail temperature and vibration acceleration spectrum of rotating components. Abnormal vibration acceleration spectrum is obtained. The vehicle control and monitoring module obtains the train vibration and wheel-rail information of each wheelset of the rail train. When the vibration acceleration spectrum matches the abnormal vibration acceleration spectrum or the wheel-rail temperature is too high, the wheelset is determined to be a faulty wheelset, and the traction and braking force of the faulty wheelset are reduced.

5. The multi-system integrated control and monitoring system for rail trains according to claim 4, characterized in that, The train vibration and wheel-rail information also includes the wheel-rail contact characteristics and the track surface environment. The wheel-rail adhesion coefficient is obtained based on the wheel-rail contact characteristics and the track surface environment. The wheel-rail adhesion coefficient threshold is determined. When the wheel-rail adhesion coefficient is lower than the wheel-rail adhesion coefficient threshold, the braking force of the train is reduced.

6. The multi-system integrated control and monitoring system for rail trains according to claim 1, characterized in that, The train node fusion host includes a node fusion host and a node fusion sub-host. The node fusion host is located at the head of the rail train, and the node fusion sub-host is located at the tail of the rail train.

7. The multi-system integrated control and monitoring system for rail trains according to claim 6, characterized in that, When the node fusion host is working, it emits a network life signal. When the network life signal is present, the node fusion slave goes into hibernation. When the network life signal disappears, the node fusion slave is activated.

8. The multi-system integrated control and monitoring system for rail trains according to claim 1, characterized in that, The vehicle node fusion host controls the cabin equipment, including lighting, air conditioning, doors, and monitoring equipment.

9. A multi-system integrated control and monitoring system for rail trains according to claim 1, characterized in that, The train node fusion host and the vehicle control and monitoring module are logically isolated through the virtual local area network.

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