Locomotive online monitoring system based on acoustics and infrared induction

Abstract

The utility model discloses a locomotive on-line monitoring system based on acoustics and infrared induction, and relates to the technical field of railway safety. The system comprises a sound monitoring subsystem, a temperature monitoring subsystem, a vehicle-mounted gateway and a ground comprehensive server, the sound monitoring subsystem is used for monitoring operation sound information of the locomotive; the temperature monitoring subsystem is used for monitoring operation temperature information of the locomotive in an infrared induction mode; the vehicle-mounted gateway is respectively connected with the temperature monitoring subsystem and the sound monitoring subsystem and is used for transmitting the operation temperature information and the operation sound information; and the ground comprehensive server is connected with the vehicle-mounted gateway and is used for storing and processing the operation temperature information and the operation sound information. According to the utility model, a plurality of monitoring technologies are integrated, and the relatively high data processing capability of the ground comprehensive server is utilized to realize real-time, comprehensive and automatic monitoring of the running state of the locomotive, so that the safety and reliability of railway transportation are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of railway safety, in particular to a locomotive online monitoring system based on acoustics and infrared induction. Background Art

[0002] In modern railway transportation systems, locomotive operating status monitoring is crucial to ensuring train operation safety, improving transportation efficiency and reducing maintenance costs. Traditional locomotive monitoring methods mainly rely on manual inspection and regular maintenance, which have certain limitations, such as monitoring blind spots, low efficiency and inability to respond to emergencies in real time.

[0003] To address these issues, relevant technologies have introduced some locomotive monitoring equipment that can monitor the locomotive's blind spots and get rid of dependence on manual inspection.

[0004] However, these locomotive monitoring devices currently often have problems such as low integration and insufficient data processing capabilities. Utility Model Content

[0005] In view of the above-mentioned technical problems and defects, the purpose of the utility model is to provide a locomotive online monitoring system based on acoustic and infrared sensing, which integrates multiple monitoring technologies and utilizes the relatively high data processing capabilities of the ground integrated service end to achieve real-time, comprehensive and automated monitoring of the locomotive operating status, thereby improving the safety and reliability of railway transportation.

[0006] To achieve the above-mentioned purpose, the utility model provides a locomotive online monitoring system based on acoustics and infrared sensing, including a sound monitoring subsystem, a temperature monitoring subsystem, a vehicle-mounted gateway and a ground integrated service terminal; the sound monitoring subsystem is used to monitor the operating sound information of the locomotive; the temperature monitoring subsystem is used to monitor the operating temperature information of the locomotive by infrared sensing; the vehicle-mounted gateway is respectively connected to the temperature monitoring subsystem and the sound monitoring subsystem, and is used to transmit the operating temperature information and the operating sound information; the ground integrated service terminal is connected to the vehicle-mounted gateway, and is used to store and process the operating temperature information and the operating sound information.

[0007] This embodiment can monitor the running sound and running temperature of the locomotive in real time, thereby providing a comprehensive understanding of the running status of the locomotive. The system captures the running sound of key components through the sound monitoring subsystem, and uses the temperature monitoring subsystem to monitor the temperature status of the locomotive through infrared sensing technology. The data of both are transmitted to the ground integrated service end through the on-board gateway for storage and processing. In this way, multiple monitoring technologies are integrated, and the relatively high data processing capabilities of the ground integrated service end are utilized to achieve real-time, comprehensive and automated monitoring of the running status of the locomotive, thereby improving the safety and reliability of railway transportation, and also providing important basis and support for locomotive fault diagnosis and preventive maintenance.

[0008] In some embodiments, the locomotive online monitoring system based on acoustic and infrared sensing also includes a video monitoring subsystem for collecting real-time video of the locomotive, and the video monitoring subsystem is connected to the vehicle-mounted gateway.

[0009] With this embodiment, the video monitoring subsystem greatly enhances the functionality of the locomotive online monitoring system. The video monitoring subsystem can capture the locomotive operating status in real time and provide visual data support, which not only helps to remotely monitor the locomotive status, but also provides intuitive diagnostic information when a fault occurs. The connection with the on-board gateway ensures that the video data can be transmitted to the ground service end in a timely manner, providing an important basis for accident analysis and daily monitoring. In addition, the real-time transmission of video data has significant benefits for improving safety, assisting fault diagnosis, and optimizing maintenance processes.

[0010] In some embodiments, the locomotive online monitoring system based on acoustics and infrared sensing also includes a display terminal, which is connected to the on-board gateway and is used to display the operating temperature information and the operating sound information.

[0011] With this embodiment, the display terminal provides an intuitive user interface for the locomotive driver or locomotive crew to display real-time operating temperature and sound information. This real-time data display enables the crew to respond quickly to potential abnormal situations, thereby improving the safety of locomotive operation. The introduction of the display terminal enhances the operability and user experience of the system, ensures that the driver and crew can obtain key information in a timely manner, and plays an important role in maintaining the normal operation of the locomotive and preventing failures.

[0012] In some embodiments, the locomotive online monitoring system based on acoustics and infrared sensing also includes an Ethernet switch, and the on-board gateway is respectively connected to the sound monitoring subsystem, the temperature monitoring subsystem, the video monitoring subsystem and the display terminal through the Ethernet switch.

[0013] With this embodiment, the Ethernet switch provides a stable and efficient network foundation for data transmission between the vehicle gateway and each monitoring subsystem. Through the Ethernet switch, the system can achieve high-speed data exchange and ensure the continuity and integrity of data transmission. This networked design also improves the scalability and flexibility of the system, making it easier to add new monitoring equipment or subsystems in the future, thereby facilitating the long-term development and upgrade of the system.

[0014] In some embodiments, the locomotive online monitoring system based on acoustic and infrared sensing also includes a vehicle-mounted antenna and a wireless communication base station. The vehicle-mounted antenna is set on the locomotive and connected to the vehicle-mounted gateway. The wireless communication base station is set next to the locomotive track and is communicatively connected to the vehicle-mounted antenna. The ground integrated service terminal is connected to the wireless communication base station.

[0015] By adopting this embodiment, the application of the vehicle-mounted antenna and the wireless communication base station realizes high-speed wireless data transmission between the locomotive and the ground service end. This wireless connection method not only improves the flexibility of data transmission, but also reduces the dependence on wired infrastructure and reduces installation and maintenance costs. In addition, the application of wireless communication technology ensures that the stability and security of data transmission can be maintained even when the locomotive is moving at high speed or in a complex environment, which is crucial for realizing real-time online monitoring of the locomotive.

[0016] In some embodiments, the temperature monitoring subsystem includes a temperature monitoring host and a temperature sensor. The temperature sensor is used to collect the operating temperature information of the locomotive and is connected to the temperature monitoring host. The temperature monitoring host is connected to the vehicle gateway.

[0017] With this embodiment, accurate monitoring of the temperature of key components of the locomotive is achieved through the cooperation of the temperature monitoring host and multiple temperature sensors. This configuration allows the system to monitor the temperature status of different components in a personalized manner, improving the accuracy of fault detection. The connection between the temperature monitoring host and the on-board gateway ensures that the temperature data can be transmitted to the ground service end in real time and effectively, providing a strong guarantee for the safe operation of the locomotive.

[0018] In some embodiments, the temperature sensor includes at least one of an engine infrared temperature sensor, a main exhaust duct infrared temperature sensor, and a generator infrared temperature sensor.

[0019] With this embodiment, this diversified sensor configuration enables the system to monitor the temperature status of different key heat sources on the locomotive in a targeted manner and detect abnormal conditions such as overheating in a timely manner. Through this targeted temperature monitoring, the system can provide more accurate and comprehensive fault diagnosis information, thereby improving the operating safety and maintenance efficiency of the locomotive. In addition, the temperature sensor uses an infrared sensing detection method to achieve non-contact temperature measurement, which means that the sensor can accurately measure the temperature without physical contact with the locomotive components, thereby avoiding wear or damage to the components.

[0020] In some embodiments, the sound monitoring subsystem includes a sound monitoring host and a sound sensor. The sound sensor is used to collect the operating sound information of the engine of the locomotive and is connected to the sound monitoring host. The sound monitoring host is connected to the vehicle gateway.

[0021] With this embodiment, the system can capture and analyze the running sound of the locomotive engine through the cooperation of the sound monitoring host and the sound sensor. This sound monitoring technology can identify abnormal noise and provide important indicators for the health of the engine. The connection between the sound monitoring host and the on-board gateway ensures that the sound data can be transmitted to the ground service end in a timely manner, providing the possibility for early detection and processing of faults and enhancing the safety of locomotive operation.

[0022] In some embodiments, the locomotive online monitoring system based on acoustic and infrared sensing further includes a vibration monitoring subsystem for monitoring vibration information of the locomotive, and the vibration monitoring subsystem is connected to the on-board gateway.

[0023] With this embodiment, the vibration monitoring subsystem provides another important data dimension for the locomotive online monitoring system. The vibration monitoring subsystem can monitor the vibration information of the locomotive, which is crucial for identifying mechanical faults such as imbalance, misalignment or looseness. Through the connection between the vibration monitoring subsystem and the on-board gateway, vibration data can be transmitted and analyzed in real time, providing strong support for preventive maintenance and further improving the reliability of locomotive operation.

[0024] In some embodiments, the vibration monitoring subsystem includes a vibration monitoring host and a vibration sensor. The vibration sensor is used to collect vibration information of the locomotive and is connected to the vibration monitoring host. The vibration monitoring host is connected to the vehicle-mounted gateway.

[0025] With this embodiment, accurate monitoring of the vibration status of the locomotive is achieved through the cooperation of the vibration monitoring host and the vibration sensor. This configuration allows the system to conduct a detailed analysis of the vibration pattern of the locomotive and promptly detect abnormal vibrations that may cause failures. The connection between the vibration monitoring host and the on-board gateway ensures that the vibration data can be transmitted to the ground service end in real time, providing important data support for locomotive health management and fault prevention.

[0026] One or more technical solutions provided in the embodiments of the present utility model have at least the following technical effects or advantages

[0027] 1. It integrates multiple monitoring technologies and utilizes the relatively high data processing capabilities of the ground integrated service end to achieve real-time, comprehensive and automated monitoring of the locomotive operating status, thereby improving the safety and reliability of railway transportation. It also provides important basis and support for locomotive fault diagnosis and preventive maintenance.

[0028] 2. The Ethernet switch provides a stable and efficient network foundation for data transmission between the vehicle gateway and each monitoring subsystem. Through the Ethernet switch, the system can achieve high-speed data exchange and ensure the continuity and integrity of data transmission. This networked design also improves the scalability and flexibility of the system, making it easier to add new monitoring equipment or subsystems in the future, thus facilitating the long-term development and upgrade of the system.

[0029] 3. The application of onboard antennas and wireless communication base stations enables high-speed wireless data transmission between locomotives and ground service terminals. This wireless connection method not only improves the flexibility of data transmission, but also reduces dependence on wired infrastructure and reduces installation and maintenance costs. In addition, the application of wireless communication technology ensures that data transmission is stable and secure even when the locomotive is moving at high speed or in complex environments, which is crucial for achieving real-time online monitoring of locomotives. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present utility model, and together with the specification, are used to explain the principles of the present utility model. Obviously, the drawings described below are only some embodiments of the present utility model, and for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0031] Figure 1 It is a structural diagram of a locomotive online monitoring system based on acoustics and infrared sensing according to an embodiment of the utility model;

[0032] Figure 2 It is a schematic diagram of the application of the vehicle-mounted antenna and the wireless communication base station in the embodiment of the utility model;

[0033] Description of reference numerals:

[0034] 1. Sound monitoring subsystem; 11. Sound monitoring host; 12. Sound sensor; 2. Temperature monitoring subsystem; 21. Temperature monitoring host; 22. Temperature sensor; 3. Vehicle gateway; 4. Ground integrated service terminal; 5. Video monitoring subsystem; 51. Camera; 6. Display terminal; 7. Ethernet switch; 81. Vehicle antenna; 82. Wireless communication base station; 9. Vibration monitoring subsystem; 91. Vibration monitoring host; 92. Vibration sensor. DETAILED DESCRIPTION

[0035] The terms used in the following embodiments of the present invention are only for the purpose of describing specific embodiments, and are not intended to be used as limitations on the present invention. As used in the specification and appended claims of the present invention, the singular expressions "one", "a kind", "said", "above", "the" and "this" are intended to also include plural expressions, unless the context clearly indicates otherwise. It should also be understood that the term "or" used in the present invention refers to and includes any or all possible combinations of one or more of the listed items. Below, the terms "first" and "second" are used only for descriptive purposes and are used to distinguish technical features, and cannot be understood as implying relative importance or implicitly indicating the number of technical features indicated. In the description of the embodiments of the present utility model, unless otherwise specified, the meaning of "multiple" is two or more.

[0036] It should also be noted that, unless otherwise clearly specified and limited, in the embodiments of the present utility model, the terms such as "setting" and "connection" should be understood in a broad sense. For example, "connection" 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, it can be the internal connection of two components; it can be a wired communication connection or a wireless communication connection. For ordinary technicians in this field, the specific meanings of the above terms in the present utility model can be understood according to the specific circumstances. The embodiments of the present utility model are described in detail below.

[0037] The embodiment of the utility model provides a locomotive online monitoring system based on acoustic and infrared sensing, which can integrate multiple monitoring technologies and utilize the relatively high data processing capabilities of the ground integrated service terminal 4 to achieve real-time, comprehensive and automated monitoring of the locomotive operating status, thereby improving the safety and reliability of railway transportation.

[0038] By applying this embodiment, for example, during the operation of the locomotive, the sound monitoring subsystem 1 can detect abnormal noise from the locomotive engine, which may be caused by wear or damage to internal parts. At the same time, the temperature monitoring subsystem 2 can monitor in real time signs of engine overheating, which may be caused by a cooling system failure or insufficient oil. The onboard gateway 3 transmits this key information to the ground integrated service terminal 4, which can store and process this information data to improve the accuracy, integrity and reliability of the data so as to use this data to analyze potential locomotive failures.

[0039] The following specifically introduces a locomotive online monitoring system based on acoustic and infrared sensing provided by this embodiment. Figure 1As shown, it includes a sound monitoring subsystem 1, a temperature monitoring subsystem 2, a vehicle gateway 3 and a ground integrated service terminal 4; the sound monitoring subsystem 1 is used to monitor the operating sound information of the locomotive; the temperature monitoring subsystem 2 is used to monitor the operating temperature information of the locomotive by infrared sensing; the vehicle gateway 3 is connected to the temperature monitoring subsystem 2 and the sound monitoring subsystem 1 respectively, and is used to transmit the operating temperature information and the operating sound information; the ground integrated service terminal 4 is connected to the vehicle gateway 3, and is used to store and process the operating temperature information and the operating sound information.

[0040] This embodiment can monitor the running sound and running temperature of the locomotive in real time, thereby providing a comprehensive understanding of the running status of the locomotive. The system captures the running sound of key components through the sound monitoring subsystem 1, and uses the temperature monitoring subsystem 2 to monitor the temperature status of the locomotive through infrared sensing technology. The data of both are transmitted to the ground integrated service terminal 4 through the vehicle gateway 3 for storage and processing. This real-time monitoring capability greatly improves the safety and reliability of locomotive operation, and also provides an important basis for locomotive fault diagnosis and preventive maintenance.

[0041] In this embodiment, the ground integrated service end 4 can optimize the data transmitted from the vehicle gateway 3 to improve data quality, data availability and access efficiency. The optimization process includes data cleaning to remove erroneous and inconsistent information, data integration to unify data from different sources, data compression to reduce storage requirements and speed up transmission, data deduplication to eliminate duplicate records, data indexing to speed up the query and retrieval process, data stratification to optimize the storage structure, data encryption to protect sensitive information, and data backup and recovery strategies to ensure data security and recoverability. Through these measures, the accuracy, integrity and reliability of the data can be improved, thereby providing a more efficient and stable data processing capability for the locomotive online monitoring system.

[0042] Next, the ground integrated service terminal 4 can analyze the potential faults of the locomotive through some existing data analysis technologies, such as temperature analysis technology and sound signal processing technology.

[0043] Temperature analysis techniques include:

[0044] a. Using the threshold comparison method, the real-time monitored temperature is compared with the preset safety temperature threshold, and a warning is issued when the threshold is exceeded.

[0045] b. Apply statistical analysis to identify unusual patterns in temperature data, such as periodic fluctuations or sustained increases.

[0046] Sound signal processing technologies include:

[0047] c. Use frequency domain analysis methods such as Fourier transform to convert the sound signal into the frequency domain, analyze its frequency components, and identify abnormal frequency characteristics.

[0048] d. Use time domain analysis, such as short-time energy, peak detection, etc., to identify abnormal changes in sound signals.

[0049] It should be noted that the above methods and analysis techniques are conventional technologies already available in the art, and the creativity of the present utility model does not lie therein, and the present utility model does not claim to protect the above methods and analysis techniques.

[0050] In some embodiments, the locomotive online monitoring system based on acoustic and infrared sensing also includes a video monitoring subsystem 5 for collecting real-time video of the locomotive, and the video monitoring subsystem 5 is connected to the vehicle gateway 3.

[0051] Specifically, the video monitoring subsystem 5 includes a plurality of cameras 51 installed at various locations of the locomotive to reduce or eliminate blind spots in monitoring the locomotive.

[0052] In this embodiment, the video monitoring subsystem 5 can collect real-time video of the locomotive. These video data, together with sound and temperature data, are transmitted to the ground integrated service terminal 4 through the vehicle gateway 3. Video monitoring can not only provide intuitive fault diagnosis information, but also be used for safety monitoring to ensure the safety of the locomotive during operation. In addition, video data can also be used for post-analysis to help maintenance personnel understand the process of fault occurrence, thereby optimizing maintenance strategies and improving fault handling efficiency.

[0053] For example, video surveillance cameras 51 are installed in the bogie area of ​​the locomotive to monitor the operating status of the wheelset and brake system in real time. If abnormal wear of the wheelset or a brake system failure occurs, video data can provide intuitive evidence to help maintenance personnel quickly locate the problem and take measures. At the same time, video data can also be used to train new employees to improve their understanding and skills of locomotive fault diagnosis.

[0054] In some embodiments, the vehicle gateway 3 establishes a connection with the video monitoring subsystem 5 through a USB interface. The vehicle gateway 3 first performs identity authentication to ensure the security of data transmission. Once the authentication is successful, the video monitoring subsystem 5 begins to transmit real-time video data to the vehicle gateway 3. When the locomotive returns to the garage or base, the vehicle gateway 3 efficiently dumps the video data to the ground integrated service terminal 4 for further analysis, storage and recording, ensuring the integrity and availability of the video monitoring data, and providing important support for the operation safety and maintenance management of the locomotive.

[0055] In some embodiments, the locomotive online monitoring system based on acoustics and infrared sensing also includes a display terminal, which is connected to the vehicle gateway 3 and is used to display operating temperature information and operating sound information.

[0056] Among them, the display terminal 6 enables the locomotive crew to intuitively understand the real-time operating status of the locomotive. The display terminal 6 is connected to the on-board gateway 3 to display the operating temperature information and operating sound information, so that the crew can monitor the key operating parameters of the locomotive in real time. This real-time data display not only improves the crew's perception of the locomotive status, but also enhances their response speed to abnormal situations. In addition, the display terminal 6 can also display other relevant information as needed, such as maintenance prompts, fault alarms, etc., thereby improving the safety and efficiency of locomotive operation.

[0057] For example, a display terminal 6 is installed in the locomotive cab, and the train driver or crew can view the engine's operating temperature and sound monitoring data in real time through the terminal. If the data shows that the engine temperature exceeds the normal range, the train driver or crew can immediately take measures such as deceleration or parking to avoid damage caused by engine overheating. At the same time, if the sound monitoring data shows abnormal noise, the crew can also notice it in time and prepare corresponding inspection or maintenance work.

[0058] In some embodiments, the locomotive online monitoring system based on acoustics and infrared sensing also includes an Ethernet switch 7, and the vehicle gateway 3 is connected to the sound monitoring subsystem 1, the temperature monitoring subsystem 2, the video monitoring subsystem 5 and the display terminal 6 through the Ethernet switch 7.

[0059] In this embodiment, the Ethernet switch 7 enhances the connectivity and scalability of the system. The Ethernet switch 7 enables the vehicle gateway 3 to efficiently connect to components such as the sound monitoring subsystem 1, the temperature monitoring subsystem 2, the video monitoring subsystem 5, and the display terminal 6. This networked design not only improves the stability and speed of data transmission, but also facilitates future expansion of the system. Through the Ethernet switch 7, more monitoring equipment and services, such as vibration monitoring, environmental monitoring, etc., can be easily added, thereby building a more comprehensive and powerful locomotive monitoring network.

[0060] The vehicle gateway 3 is the core, and uses a unified transmission protocol with each subsystem, and multiple Ethernet interfaces are reserved on the hardware. Therefore, the system of this embodiment is scalable and can be connected to other functional subsystems according to business requirements.

[0061] For example, multiple monitoring subsystems are deployed on the locomotive, including a sound monitoring subsystem, a temperature monitoring subsystem, a video monitoring subsystem, and a vibration monitoring subsystem. Through the Ethernet switch 7, these subsystems can be connected to the vehicle gateway 3 at the same time to achieve high-speed data transmission and synchronization. When new monitoring equipment or services need to be added, they can be seamlessly integrated with the system by simply connecting them to the Ethernet switch 7. At the same time, the display terminal 6 also obtains these data from the vehicle gateway 3 through the Ethernet switch 7.

[0062] In some embodiments, Figure 2 As shown, the locomotive online monitoring system based on acoustic and infrared sensing also includes a vehicle-mounted antenna 81 and a wireless communication base station 82. The vehicle-mounted antenna 81 is arranged on the locomotive and is connected to the vehicle-mounted gateway 3. The wireless communication base station 82 is arranged next to the locomotive track and is communicatively connected to the vehicle-mounted antenna 81. The ground integrated service terminal 4 is connected to the wireless communication base station 82.

[0063] This embodiment realizes wireless data transmission between the locomotive and the ground integrated service terminal 4 by introducing the vehicle-mounted antenna 81 and the base station. The wireless communication method can adopt 4G, 5G or 6G communication technology, etc., so that the locomotive can transmit the monitoring data to the ground service terminal in real time during operation without being restricted by the geographical location. The application of wireless communication technology improves the flexibility and reliability of data transmission, and can maintain a stable data connection even in complex environments such as high-speed operation of the locomotive or passing through tunnels. In addition, wireless communication also reduces the dependence on wired infrastructure and reduces the deployment and maintenance costs of the system.

[0064] Exemplarily, the vehicle-mounted antenna 81 and the wireless communication base station 82 can adopt 5G Air-Flash communication technology, which is an advanced wireless communication technology that uses the high speed, low latency and high reliability of the 5G network to achieve rapid data transmission. Compared with traditional wireless communication technologies, 5G Air-Flash provides higher data transmission rates and larger bandwidths, and can support the instant transmission of large amounts of data while maintaining the stability and security of the connection. In addition, it also has advanced security features such as end-to-end encryption and strict authentication mechanisms to ensure the confidentiality and integrity of data during transmission. 5G Air-Flash technology is particularly suitable for application scenarios that require fast and reliable data transmission, such as locomotive online monitoring systems, which can ensure that a large amount of monitoring data is quickly and securely transmitted to the ground service end after the locomotive returns to the section, providing real-time support for data analysis and decision-making.

[0065] This embodiment quickly establishes a high-speed wireless transmission channel through the vehicle-mounted gateway 3, the vehicle-mounted antenna 81 and the wireless communication base station 82. This channel enables key data collected by the vehicle-mounted monitoring system, such as acoustic and infrared sensing data, to be quickly and stably transmitted to the ground integrated service terminal 4. The transmission process adopts a whitelist authentication mechanism to ensure that only authorized devices can connect and transmit data, and supports breakpoint resumption function to cope with possible interruptions during the transmission process, thereby ensuring the integrity and security of data transmission. The combination of these functions ensures that the monitoring data can be efficiently, stably and securely transferred to the ground service terminal after the locomotive returns to the section, providing strong support for subsequent data analysis and locomotive maintenance.

[0066] In some embodiments, the temperature monitoring subsystem 2 includes a temperature monitoring host 21 and a temperature sensor 22 . The temperature sensor 22 is used to collect the operating temperature information of the locomotive and is connected to the temperature monitoring host 21 . The temperature monitoring host 21 is connected to the vehicle gateway 3 .

[0067] Among them, the temperature monitoring host 21 is responsible for collecting and managing data from various temperature sensors 22. It monitors the temperature status of key locomotive components such as the engine, main exhaust duct, generator, etc. in real time to ensure that these components operate within a safe temperature range. The temperature monitoring host 21 has a certain data processing capability and can transmit data to the ground integrated service terminal 4 through the on-board gateway 3, providing important information for the operation safety and maintenance management of the locomotive. The temperature monitoring host 21 can also identify overheating in a timely manner and issue an alarm signal based on the data of each temperature sensor 22.

[0068] The temperature monitoring subsystem 2 of this embodiment can perform special temperature monitoring on different key components of the locomotive, such as the engine, main exhaust duct and generator. Through these special sensors, the system can more accurately capture the temperature changes of each component and provide more accurate data support for fault diagnosis and preventive maintenance. The connection between the temperature monitoring host 21 and the vehicle gateway 3 ensures that the temperature data can be transmitted to the ground integrated service terminal 4 in a timely and effective manner for further analysis and processing.

[0069] For example, the engine area of ​​the locomotive is equipped with an engine infrared temperature sensor, which can monitor the engine's operating temperature in real time. When the engine temperature exceeds the preset safety threshold, the sensor transmits this information to the temperature monitoring host 21, which then sends it to the ground service end through the vehicle gateway 3. After receiving this data, the service end can immediately notify the crew or maintenance personnel to check to prevent failures caused by engine overheating.

[0070] In some embodiments, the temperature sensor 22 includes at least one of an engine infrared temperature sensor, a main exhaust duct infrared temperature sensor, and a generator infrared temperature sensor.

[0071] The temperature sensors 22 of this embodiment enable the system to perform specialized monitoring on different key parts of the locomotive. Through these sensors, the system can fully understand the thermal status of the locomotive, detect abnormal conditions such as overheating in time, and take corresponding preventive measures. This targeted temperature monitoring not only improves the accuracy of fault diagnosis, but also provides more detailed data support for the operation and maintenance of the locomotive.

[0072] In this embodiment, the temperature sensor 22 adopts an infrared temperature sensor, which can realize non-contact temperature measurement, which means that the sensor can accurately measure the temperature without physical contact with the locomotive parts, thereby avoiding wear or damage to the parts. The infrared temperature sensor can respond quickly and monitor the temperature changes of key locomotive parts such as the engine, main exhaust duct, generator and other areas in real time, and timely detect potential problems such as overheating. In addition, since infrared sensors are not affected by electromagnetic interference, they can also work stably in complex electromagnetic environments, improving the reliability of the system. These characteristics of infrared sensors make them very suitable for locomotive online monitoring systems, which can significantly improve the safety of locomotive operation and maintenance efficiency.

[0073] In some embodiments, the sound monitoring subsystem 1 includes a sound monitoring host 11 and a sound sensor 12 . The sound sensor 12 is used to collect the operating sound information of the engine of the locomotive and is connected to the sound monitoring host 11 . The sound monitoring host 11 is connected to the vehicle gateway 3 .

[0074] Among them, the sound sensor 12 is specifically used to collect the operating sound information of the locomotive engine, which is crucial for identifying the working status and potential faults of the engine. There can be multiple sound sensors 12 to detect sound signals from different parts of the locomotive. The sound monitoring host 11 can be used to process and analyze the operating sound information collected by the sound sensor 12, and transmit the processed operating sound information to the ground integrated service terminal 4 through the vehicle gateway 3.

[0075] Through the connection between the sound monitoring host 11 and the vehicle gateway 3, the sound data can be transmitted in real time to the ground integrated service terminal 4 for analysis. This sound monitoring capability enables the system to diagnose the health of the engine through sound characteristics, improving the accuracy and timeliness of fault detection.

[0076] For example, a sound sensor 12 is installed on the engine of the locomotive, which can capture the sound generated when the engine is running. When abnormal wear or damage occurs inside the engine, the running sound will change. The sound sensor 12 converts these sound signals into electrical signals and transmits them to the sound monitoring host 11. After the host performs preliminary optimization processing on the sound signal, it sends the data to the ground service end through the on-board gateway 3. The service end conducts in-depth analysis of the sound data, and if an abnormal pattern is found, it can promptly notify the maintenance personnel to conduct inspection and repair.

[0077] In some embodiments, the locomotive online monitoring system based on acoustic and infrared sensing also includes a vibration monitoring subsystem 9 for monitoring vibration information of the locomotive, and the vibration monitoring subsystem 9 is connected to the vehicle gateway 3 .

[0078] The vibration monitoring subsystem 9 enables the system to monitor the vibration information of the locomotive. Vibration monitoring is very important for evaluating the operating status of the locomotive and predicting potential structural problems. Through the integration of the vibration monitoring subsystem 9, the system is able to provide a comprehensive understanding of the dynamic performance of the locomotive, especially in monitoring the vibration characteristics of key components of the locomotive, such as the vibration condition of the engine, wheels or bearings. The collection and analysis of vibration data helps to detect problems such as imbalance, misalignment, looseness or fatigue in a timely manner, so that preventive measures can be taken to avoid failures.

[0079] In some embodiments, the vibration monitoring subsystem 9 includes a vibration monitoring host 91 and a vibration sensor 92 . The vibration sensor 92 is used to collect vibration information of the locomotive and is connected to the vibration monitoring host 91 . The vibration monitoring host 91 is connected to the vehicle gateway 3 .

[0080] Among them, the vibration sensor 92 is specifically used to collect vibration information of the locomotive, which is crucial for evaluating the running stability of the locomotive and predicting mechanical failures. The connection between the vibration monitoring host 91 and the on-board gateway 3 ensures that the vibration data can be transmitted to the ground integrated service terminal 4 for analysis and processing in a timely and effective manner. This vibration monitoring capability enables the system to diagnose the health status of the locomotive through vibration characteristics, improving the accuracy and timeliness of fault detection.

[0081] Specifically, the vibration monitoring host 91 is connected to the vehicle gateway 3 through the Ethernet switch 7.

[0082] For example, vibration sensors 92 are installed on the axles of the locomotive. These sensors can monitor the vibration of the axles due to imbalance or bearing damage. When the vibration of the axle exceeds the normal threshold, the vibration sensor 92 will capture this change and transmit the data to the vibration monitoring host 91. After the host optimizes the vibration signal, it sends the data to the ground service end through the on-board gateway 3. The service end conducts in-depth analysis of the vibration data. If an abnormal pattern is found, it can promptly notify the maintenance personnel to check and balance the axle to prevent the occurrence of failures.

[0083] This embodiment realizes comprehensive online monitoring of the locomotive operating status by integrating multiple subsystems such as temperature monitoring, sound monitoring, vibration monitoring and video monitoring. The temperature monitoring host 21, the sound monitoring host 11, the camera 51 and the vibration monitoring host 91 respectively collect the temperature, sound, video and vibration data of key components, and transmit these data to the ground integrated service terminal 4 in real time through the on-board gateway 3 using high-speed wireless communication technologies such as 5G Air-Flash. At the ground integrated service terminal 4, the data is optimized, processed and integrated for real-time monitoring, fault diagnosis, predictive maintenance and performance evaluation. The overall technical effect is manifested in improving the safety and reliability of locomotive operation, optimizing the maintenance process, reducing the failure rate and maintenance cost, and improving the efficiency and accuracy of data processing, providing railway operators with an advanced, efficient and intelligent monitoring solution.

[0084] The above is only a preferred specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the utility model should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims

1. A locomotive online monitoring system based on acoustics and infrared sensing, characterized in that: include: Sound monitoring subsystem, used to monitor the operation sound information of the locomotive; A temperature monitoring subsystem, used to monitor the operating temperature information of the locomotive by infrared sensing; An in-vehicle gateway, connected to the temperature monitoring subsystem and the sound monitoring subsystem respectively, for transmitting the operating temperature information and the operating sound information; The ground integrated service terminal is connected to the vehicle-mounted gateway and is used to store and process the operating temperature information and the operating sound information.

2. The locomotive online monitoring system based on acoustic and infrared sensing according to claim 1 is characterized in that: It also includes a video monitoring subsystem for collecting real-time video of the locomotive, and the video monitoring subsystem is connected to the vehicle-mounted gateway.

3. The locomotive online monitoring system based on acoustic and infrared sensing according to claim 1 is characterized in that: It also includes a display terminal, which is connected to the vehicle gateway and is used to display the operating temperature information and the operating sound information.

4. The locomotive online monitoring system based on acoustic and infrared sensing according to any one of claims 1 to 3, characterized in that: It also includes an Ethernet switch, and the vehicle-mounted gateway is connected to the sound monitoring subsystem, the temperature monitoring subsystem, the video monitoring subsystem and the display terminal respectively through the Ethernet switch.

5. The locomotive online monitoring system based on acoustic and infrared sensing according to claim 1 is characterized in that: It also includes a vehicle-mounted antenna and a wireless communication base station. The vehicle-mounted antenna is arranged on the locomotive and connected to the vehicle-mounted gateway. The wireless communication base station is arranged beside the locomotive track and is communicatively connected to the vehicle-mounted antenna. The ground integrated service terminal is connected to the wireless communication base station.

6. The locomotive online monitoring system based on acoustic and infrared sensing according to claim 1 is characterized in that: The temperature monitoring subsystem includes a temperature monitoring host and a temperature sensor. The temperature sensor is used to collect the operating temperature information of the locomotive and is connected to the temperature monitoring host. The temperature monitoring host is connected to the vehicle gateway.

7. The locomotive online monitoring system based on acoustic and infrared sensing according to claim 6 is characterized in that: The temperature sensor includes at least one of an engine infrared temperature sensor, a main exhaust duct infrared temperature sensor, and a generator infrared temperature sensor.

8. The locomotive online monitoring system based on acoustic and infrared sensing according to claim 1 is characterized in that: The sound monitoring subsystem includes a sound monitoring host and a sound sensor. The sound sensor is used to collect the operating sound information of the engine of the locomotive and is connected to the sound monitoring host. The sound monitoring host is connected to the vehicle gateway.

9. The locomotive online monitoring system based on acoustics and infrared sensing according to claim 1 is characterized in that: It also includes a vibration monitoring subsystem for monitoring vibration information of the locomotive, and the vibration monitoring subsystem is connected to the vehicle-mounted gateway.

10. The locomotive online monitoring system based on acoustics and infrared sensing according to claim 9, characterized in that: The vibration monitoring subsystem includes a vibration monitoring host and a vibration sensor. The vibration sensor is used to collect vibration information of the locomotive and is connected to the vibration monitoring host. The vibration monitoring host is connected to the vehicle-mounted gateway.

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