Rail transit on-line monitoring system

Abstract

The utility model discloses a rail transit on-line monitoring system, which comprises at least one pair of first light field data acquisition modules arranged at the bottom of a train and used for acquiring four-dimensional light field data of two rows of steel rail areas in real time in the running process of the train; and the monitoring server is in communication connection with the at least one pair of first light field data acquisition modules and is used for analyzing and processing the acquired four-dimensional light field data. According to the on-line monitoring system for the rail transit, four-dimensional light field data of the rail can be acquired in real time during high-speed running of a train through the single light field data acquisition module, and then the full-contour condition of the rail is pre-judged based on analysis and processing of the four-dimensional light field data of the rail; the rail transit on-line monitoring system is simple in structure, real-time on-line detection is achieved, detection efficiency is high, and potential safety hazards of rail facilities can be found timely and accurately.

Description

Technical Field

[0001] This utility model relates to the field of rail transit technology, and more specifically, to an online monitoring system for rail transit. Background Technology

[0002] To ensure the safe, stable, and efficient operation of rail transit, regular inspections of track facilities are necessary. Track geometry parameters are a core monitoring component, directly impacting train smoothness, safety, and track lifespan. For example, excessive track gauge can cause lateral wheel sway, while insufficient gauge exacerbates wheel and rail wear, potentially leading to derailment. Track alignment deviations can cause lateral impacts on the train, affecting passenger comfort and, in severe cases, causing track structural deformation. Localized track subsidence or bulging can induce vertical vibrations in the train, accelerating fatigue of vehicle components and even causing carriage resonance.

[0003] In the current technology, track facilities are usually inspected regularly by manpower or by inspection vehicles. This method has the problems of low inspection efficiency and inability to detect safety hazards in track facilities in a timely manner.

[0004] In summary, there is an urgent need to develop an online monitoring system for rail transit to solve the aforementioned technical problems. Utility Model Content

[0005] One objective of this invention is to provide a new technical solution for an online monitoring system for rail transit.

[0006] This utility model provides an online monitoring system for rail transit, the system comprising:

[0007] At least one pair of first light field data acquisition modules are installed at the bottom of the train, and at least one pair of the first light field data acquisition modules are installed at the bottom of the train.

[0008] A light field data acquisition module is used to acquire 4D light field data of the two rail areas in real time during train operation;

[0009] A monitoring server is installed on the train and is communicatively connected to at least one pair of the first light field data acquisition modules. The monitoring server is used to analyze and process the acquired 4D light field data.

[0010] The first light field data acquisition module includes at least two first light field cameras, which are spaced apart and whose optical axes are non-parallel, in order to comprehensively acquire 4D light field data of the rail area and the rail-sleeper connection area.

[0011] Optionally, each pair of the first light field data acquisition modules is symmetrically arranged at the bottom of the train, with the center line of the width direction of the bottom of the train as the axis of symmetry.

[0012] Optionally, each pair of the first light field data acquisition modules is staggered on both sides of the center line in the width direction of the train bottom.

[0013] Optionally, the first light field data acquisition module is located at the bottom of the front carriage, the rear carriage, or the middle carriage of the train.

[0014] Optionally, the first light field data acquisition module includes three first light field cameras arranged at equal intervals. The optical axis of the first light field camera located in the middle is perpendicular to the horizontal direction and is used to acquire 4D light field data of the top area of ​​the rail. The angle between the optical axes of the first light field cameras located on both sides and the optical axis of the first light field camera located in the middle is a preset acute angle. The first light field cameras located on both sides are used to acquire 4D light field data of the side area of ​​the rail and the connection area between the rail and the sleeper.

[0015] Optionally, the first light field data acquisition module further includes a light source module, which is disposed on one side of at least two of the first light field cameras. The light emitted by the light source module can cover the rail area and the area where the rail and sleeper are connected.

[0016] Optionally, the system further includes at least one second light field data acquisition module, which is installed on the train and communicates with the monitoring server. The at least one second light field data acquisition module is used to acquire 4D light field data of the catenary area or the catenary rail area in real time during train operation.

[0017] Optionally, at least one of the second light field data acquisition modules is installed on the top of the train to acquire 4D light field data of the overhead contact line area or the contact rail area above the train in real time during train operation.

[0018] Alternatively, at least one of the second light field data acquisition modules is disposed on the side of the train to acquire 4D light field data of the contact rail area located on the side of the train in real time during train operation.

[0019] Optionally, the number of the second light field data acquisition modules is three, which are respectively installed on the front carriage, the rear carriage, and the middle carriage of the train.

[0020] Optionally, the system further includes a third light field data acquisition module, which is installed in the train driver's cab and communicates with the monitoring server to acquire 4D light field data of the surrounding environment in front of the train in real time during train operation.

[0021] According to one embodiment of the present invention, the online monitoring system for rail transit has the following beneficial effects:

[0022] This utility model discloses an online monitoring system for rail transit, comprising at least one pair of first light field data acquisition modules installed at the bottom of the train to acquire 4D light field data of the two rail areas in real time during train operation; and a monitoring server communicatively connected to the at least one pair of first light field data acquisition modules to analyze and process the acquired 4D light field data. This online monitoring system for rail transit can acquire 4D light field data of the track in real time during high-speed train operation through a single light field data acquisition module, and then predict the overall track profile based on the analysis results of the 4D light field data. This online monitoring system for rail transit has a simple structure, provides real-time online detection, has high detection efficiency, and can promptly and accurately detect potential safety hazards in rail facilities.

[0023] Other features and advantages of the present invention will become clear from the following detailed description of exemplary embodiments of the present invention with reference to the accompanying drawings. Attached Figure Description

[0024] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of the present invention and, together with their description, serve to explain the principles of the present invention.

[0025] Figure 1 This is a structural block diagram of an online monitoring system for rail transit provided according to an embodiment;

[0026] Figure 2 This is a schematic diagram of the arrangement of the first light field data acquisition module in an online monitoring system for rail transit according to an embodiment. Figure 1 ;

[0027] Figure 3 This is a schematic diagram of the arrangement of the first light field data acquisition module in an online monitoring system for rail transit according to an embodiment. Figure 2 ;

[0028] Figure 4 This is a schematic diagram of the installation of the first optical field data acquisition module in an online monitoring system for rail transit according to an embodiment.

[0029] Figure 5 This is a specific application example diagram of an online monitoring system for rail transit provided according to an embodiment;

[0030] Figure 6 This is a schematic diagram showing the arrangement of the second optical field data acquisition module in an online monitoring system for rail transit according to an embodiment.

[0031] Figure 7 This is a schematic diagram of the installation of the second light field data acquisition module in an online monitoring system for rail transit, according to an embodiment. Figure 1 ;

[0032] Figure 8 This is a schematic diagram of the installation of the second light field data acquisition module in an online monitoring system for rail transit, according to an embodiment. Figure 2 .

[0033] Explanation of reference numerals in the attached figures:

[0034] First light field data acquisition module 10; monitoring server 20; second light field data acquisition module 30; third light field data acquisition module 40; data center 50; first light field camera 11, 11a~11c; integrated mounting component 60; fixing part 61; bearing part 62; movable mounting part 621; housing part 622. Detailed Implementation

[0035] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present invention.

[0036] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the invention or its application or use.

[0037] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0038] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0039] To ensure the safe, stable, and efficient operation of rail transit, regular inspections of track facilities are necessary. However, current technologies typically involve manual inspections using tools such as calipers and total stations, or additional inspection vehicles equipped with laser sensors or two-dimensional image sensors. These methods generally suffer from low efficiency and low accuracy, thus failing to detect potential safety hazards in track facilities in a timely and accurate manner.

[0040] To address the aforementioned technical problems, this utility model provides an online monitoring system for rail transit. (See attached image.) Figure 1 and Figure 5 As shown, the system includes:

[0041] At least one pair of first light field data acquisition modules 10 are installed at the bottom of the train. The at least one pair of first light field data acquisition modules 10 are used to acquire 4D light field data of the two rail areas in real time during the train's operation.

[0042] The monitoring server 20 is installed on the train and is communicatively connected to at least one pair of first light field data acquisition modules 10. The monitoring server 20 is used to analyze and process the acquired 4D light field data.

[0043] The first light field data acquisition module 10 includes at least two first light field cameras 11, which are spaced apart and whose optical axes are not parallel, in order to comprehensively acquire 4D light field data of the rail area and the rail-sleeper connection area.

[0044] It should be noted that in this embodiment, the first light field camera 11 can collect 4D light field data of the rail area and the rail-sleeper connection area in real time. Here, 4D light field data refers to light vector data.

[0045] It should be noted that, in order to comprehensively collect 4D light field data of the entire rail area and the rail-sleeper connection area, this embodiment uses at least two first light field cameras. For example, the number of first light field cameras can be two, three, four, or five, or other values ​​are also possible, as long as they meet the requirement of comprehensively collecting 4D light field data of the rail area and the rail-sleeper connection area. These will not be listed here. For the same application scenario, at least two first light field cameras should have identical camera parameters.

[0046] When there are two first light field cameras, by setting the optical axes of the two first light field cameras to be non-parallel, that is, the optical axes of the two first light field cameras are both at a certain angle to the horizontal direction, and the extension lines of the optical axes of the two first light field cameras intersect, so that each first light field camera can collect 4D light field data of the top part of the rail, the side part of the rail, and the connection area between the rail and the sleeper on one side. By stitching and fusing the 4D light field data acquired by the two first light field cameras, the 4D light field data of the entire rail area and the connection area between the rail and the sleeper are obtained.

[0047] It should be noted that, since train tracks generally contain two parallel rails, the rail transit online monitoring system in this embodiment includes at least one pair of first light field data acquisition modules to simultaneously acquire 4D light field data of each rail area and the rail-sleeper connection area.

[0048] Furthermore, to meet the monitoring needs of trains traveling at different speeds and ensure comprehensive and complete data acquisition, the rail transit online monitoring system in this embodiment can employ one, two, three, or more pairs of first light field data acquisition modules. For example, for trains traveling at 40-80 km / h, only one pair of first light field data acquisition modules may be sufficient to meet the monitoring requirements; for trains traveling at 200-300 km / h, two to three pairs of first light field data acquisition modules may be necessary. Of course, to meet the monitoring needs of trains traveling at different speeds, a high frame rate light field camera can also be used, requiring only one pair of first light field data acquisition modules.

[0049] It should be noted that the monitoring server in this embodiment is primarily used to process 4D light field data of the entire rail area and the rail-sleeper connection area. This monitoring server incorporates data fusion algorithms, segmentation algorithms, and computational processing algorithms, enabling real-time processing of the 4D light field data of the rail area and the rail-sleeper connection area. This results in measurement results of the track's full-profile geometric parameters (including but not limited to gauge parameters, superelevation parameters, elevation parameters, and alignment parameters) and track defect detection results (including but not limited to rail corrugation defects, rail top corrosion and wear defects, rail edge defects, and loose screw defects). The selection of the monitoring server in this embodiment is determined based on requirements such as data processing volume and computational speed, and no specific limitations are imposed here.

[0050] It should be noted that the monitoring server in this embodiment also communicates with the train's data center 50. The monitoring server can upload the acquired 4D light field data, track full-contour geometric parameter measurement results, and track defect detection results to the data center. The data center can then formulate early warning and prevention decisions based on the track full-contour geometric parameter measurement results and track defect detection results. Here, the rail transit online monitoring system in this embodiment meets the train's 4C or 6C inspection requirements for track detection.

[0051] Optionally, see Figure 2 As shown, in this embodiment of the rail transit online monitoring system, each pair of first light field data acquisition modules is symmetrically arranged on the bottom of the train, with the center line OO' in the width direction of the train bottom as the axis of symmetry. In this embodiment, symmetrically arranging each pair of first light field data acquisition modules on the bottom of the train facilitates the measurement of track gauge parameters. When multiple pairs of first light field data acquisition modules exist, they are spaced apart. Furthermore, each pair of first light field data acquisition modules can be fixed to the bottom of the train using an integrated mounting component, thereby reducing installation difficulty.

[0052] Optionally, see Figure 3As shown, in this embodiment of the rail transit online monitoring system, each pair of first light field data acquisition modules is staggered on both sides of the center line OO' in the width direction of the train bottom. In this embodiment, each pair of first light field data acquisition modules can be staggered on the bottom of the train, and each first light field data acquisition module can be fixed to the bottom of the train using corresponding mounting components. There are no strict alignment requirements between each pair of first light field data acquisition modules, making the installation flexible and reducing the installation difficulty.

[0053] Optionally, in this embodiment, the first light field data acquisition module of the rail transit online monitoring system is located at the bottom of the front carriage, the bottom of the rear carriage, or the bottom of the middle carriage of the train.

[0054] It should be noted that when the rail transit online monitoring system of this embodiment includes a pair of first light field data acquisition modules, the pair of first light field data acquisition modules are disposed at the bottom of the front carriage, the bottom of the rear carriage, or the bottom of the middle carriage of the train; when the rail transit online monitoring system of this embodiment includes two pairs of first light field data acquisition modules, the two pairs of first light field data acquisition modules can be disposed at the bottom of the front carriage and the bottom of the middle carriage, or the bottom of the rear carriage and the bottom of the middle carriage, or the bottom of the front carriage and the bottom of the rear carriage, respectively; when the rail transit online monitoring system of this embodiment includes three pairs of first light field data acquisition modules, the three pairs of first light field data acquisition modules can be disposed at the bottom of the front carriage, the bottom of the rear carriage, and the bottom of the middle carriage, respectively. Of course, the placement of the first light field data acquisition modules at the bottom of the train can also be in other ways, which will not be listed here.

[0055] Preferably, see Figure 4 As shown, the first light field data acquisition module 10 in the rail transit online monitoring system of this embodiment includes three first light field cameras 11 (11a~11c) arranged at equal intervals. The optical axis of the first light field camera 11a located in the middle is perpendicular to the horizontal direction and is used to acquire 4D light field data of the top area of ​​the rail. The angle between the optical axes of the first light field cameras 11b / 11c located on both sides and the optical axis of the first light field camera 11a located in the middle is a preset acute angle. The first light field cameras 11b / 11c located on both sides are used to acquire 4D light field data of the side area of ​​the rail and the connection area between the rail and the sleeper.

[0056] It should be noted that the camera parameters of the three first light field cameras in this embodiment are the same. The preset included angle ranges from 20° to 80°, for example, it can be 30°, 45° or 60°, determined according to the field of view of the light field camera, the distance between the camera and the rail, etc., and is not specifically limited here.

[0057] Preferably, see Figure 4As shown, in this embodiment of the rail transit online monitoring system, each pair of light field data acquisition modules is installed to the bottom of the train via an integrated mounting component 60. This integrated mounting component 60 may include: a fixing part 61 for fixing to the bottom of the train, and a supporting part 62 for supporting the two light field data acquisition modules. The supporting part 62 may include a movable mounting member 621 and a receiving member 622 for a first light field camera, with the first light field camera housed within the receiving member 622. During installation, the spacing between the pair of light field data acquisition modules is adjusted by moving the movable mounting member 621 on the supporting part 62. Of course, in this embodiment, the integrated mounting component 60 may also have other structural forms, which will not be listed here.

[0058] Optionally, the first light field data acquisition module in the rail transit online monitoring system of this embodiment further includes a light source module, which is disposed on one side of at least two first light field cameras. The light emitted by the light source module can cover the rail area and the area where the rail connects to the sleeper. Since the ambient light changes continuously during train operation, especially at the bottom of the train, insufficient light may occur at night or in dark weather. This can be supplemented by an additionally installed light source module. It should be noted that the light source module in this embodiment can be an LED light source, but other types of light sources are also possible and are not specifically limited here. The emission power and other parameters of the light source module in this embodiment are determined according to the actual supplementary lighting requirements and are not specifically limited here.

[0059] Optionally, see Figure 5 As shown, the rail transit online monitoring system of this embodiment includes at least one second light field data acquisition module 30, which is installed on the train and communicates with the monitoring server 20. The at least one second light field data acquisition module 30 is used to acquire 4D light field data of the catenary / catenary rail area in real time during the train's operation.

[0060] Optionally, in the rail transit online monitoring system of this embodiment, at least one second light field data acquisition module is disposed on the top of the train to acquire 4D light field data of the contact wire area or contact rail area above the train in real time during train operation; or, at least one second light field data acquisition module is disposed on the side of the train to acquire 4D light field data of the contact rail area on the side of the train in real time during train operation.

[0061] For details, see Figure 5 As shown, when the overhead contact line or contact rail is installed above the train, at least one second optical field data acquisition module 30 is installed on the top of the train. Preferably, see [reference needed]. Figure 6 As shown, the rail transit online monitoring system of this embodiment includes three second light field data acquisition modules 30, which are respectively installed on the top of three different carriages and arranged along the centerline of the width direction of the train top. See also Figure 7 As shown, when the train is powered by the third rail, the contact rail is located on one side of the train. At this time, at least one second light field data acquisition module 30 is set on the side of the train.

[0062] Optionally, the second light field data acquisition module in the rail transit online monitoring system of this embodiment includes at least one second light field camera, and the optical axis of the at least one second light field camera is perpendicular to the horizontal direction or at a certain acute angle. It should be noted that the camera parameters of the second light field camera and the first light field camera are different in this embodiment, that is, their shooting distance, field of view and other parameters are different. In this embodiment, in order to shoot the contact rail area or the contact wire area (mainly including the structural components for hanging the contact wire), the second light field camera does not necessarily have to be facing directly upwards, but can be set at a certain angle to meet the shooting requirements of the contact rail area or the contact wire area.

[0063] It should be noted that for the contact rail, the monitoring purpose is to detect the wear of the rigid copper conductors. Therefore, in practical applications, the second light field data acquisition module can include only one second light field camera. However, for the overhead contact network, because it uses flexible power transmission lines, typically erected in a zigzag pattern above the rails, a larger number of power transmission lines need to be monitored. Additionally, the structural components supporting the contact network also need to be inspected. Therefore, in practical applications, the second light field data acquisition module must include at least two second light field cameras. For example: see [link to relevant documentation]. Figure 8 As shown, the second light field data acquisition module contains three second light field cameras, but it can also contain four or five, etc., which will not be listed here.

[0064] In addition, when there is insufficient light, the second light field data acquisition module may also include a corresponding supplementary light source, which may be set on one side of the second light field camera.

[0065] Optionally, see Figure 5 As shown, the rail transit online monitoring system in this embodiment also includes a third light field data acquisition module 40, which is installed in the train driver's cab and communicates with the monitoring server 20 to acquire 4D light field data of the surrounding environment in front of the train in real time during train operation.

[0066] It should be noted that the third light field data acquisition module in this embodiment includes at least one third light field camera. The third light field camera acquires 4D light field data of the surrounding environment in front of the train in real time and uploads it to the monitoring server for analysis. The analysis results can promptly identify obstacles, intruders (animals / people) in front of the train and provide timely warnings to prevent danger.

[0067] It should be noted that the camera parameters of the third light field camera in this embodiment are different from those of the first and second light field cameras. It is a long-distance light field camera that can collect 4D light field data of the environment within a range of 200 meters to 1000 meters.

[0068] For details, see Figure 5 As shown, taking the contact rail located above the train as an example, the rail transit online monitoring system of this embodiment will be specifically described: it includes a pair of first light field data acquisition modules 10 located at the bottom of the front carriage of the train; three second light field data acquisition modules 30 located on the top of three different carriages of the train; and a third light field data acquisition module 40 located in the driver's cab of the train.

[0069] The monitoring server processes the acquired 4D light field data of the rail area and the rail-sleeper connection area, the 4D light field data of the contact rail, and the 4D light field data of the surrounding environment in front of the train to obtain the corresponding images.

[0070] In summary, the rail transit online monitoring system of this embodiment includes at least one pair of first light field data acquisition modules installed at the bottom of the train to acquire 4D light field data of the two rail areas in real time during train operation; and a monitoring server communicatively connected to the at least one pair of first light field data acquisition modules to analyze and process the acquired 4D light field data. This embodiment's rail transit online monitoring system can acquire 4D light field data of the track in real time during high-speed train operation through a single light field data acquisition module, and then predict the overall track profile based on the analysis results of the 4D light field data. This embodiment's rail transit online monitoring system has a simple structure, real-time online detection, high detection efficiency, and can promptly and accurately detect safety hazards in rail facilities.

[0071] Please note that the technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments have been described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification. The above embodiments only illustrate several implementation methods of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the utility model patent. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

[0072] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the scope of protection of the present utility model.

[0073] Although specific embodiments of the present invention have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of the present invention. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of the present invention. The scope of the present invention is defined by the appended claims.

Claims

1. An online monitoring system for rail transit, characterized in that, The system includes: At least one pair of first light field data acquisition modules are installed at the bottom of the train. The at least one pair of first light field data acquisition modules are used to acquire 4D light field data of the two rail areas in real time during the train's operation. A monitoring server is installed on the train and is communicatively connected to at least one pair of the first light field data acquisition modules. The monitoring server is used to analyze and process the acquired 4D light field data. The first light field data acquisition module includes at least two first light field cameras, which are spaced apart and whose optical axes are non-parallel, in order to comprehensively acquire 4D light field data of the rail area and the rail-sleeper connection area.

2. The rail transit online monitoring system according to claim 1, characterized in that, Each pair of the first light field data acquisition modules is symmetrically arranged at the bottom of the train, with the center line of the width direction of the bottom of the train as the axis of symmetry.

3. The online monitoring system for rail transit according to claim 1, characterized in that, Each pair of the first light field data acquisition modules is staggered on both sides of the center line in the width direction of the train bottom.

4. The rail transit online monitoring system according to claim 1, characterized in that, The first A light field data acquisition module is installed at the bottom of the front carriage, the rear carriage, or the middle carriage of the train.

5. The online monitoring system for rail transit according to claim 1, characterized in that, The first light field data acquisition module includes three first light field cameras arranged at equal intervals. The optical axis of the first light field camera located in the middle is perpendicular to the horizontal direction and is used to acquire 4D light field data of the top area of ​​the rail. The angle between the optical axes of the first light field cameras located on both sides and the optical axis of the first light field camera located in the middle are both preset acute angles. The first light field cameras located on both sides are used to acquire 4D light field data of the side area of ​​the rail and the connection area between the rail and the sleeper.

6. The online monitoring system for rail transit according to claim 1, characterized in that, The first light field data acquisition module also includes a light source module, which is disposed on one side of at least two of the first light field cameras. The light emitted by the light source module can cover the rail area and the area where the rail and sleeper are connected.

7. The rail transit online monitoring system according to any one of claims 1-6, characterized in that, The system also includes at least one second light field data acquisition module, which is installed on the train and communicates with the monitoring server. The at least one second light field data acquisition module is used to acquire 4D light field data of the catenary area or the catenary rail area in real time during the train's operation.

8. The online monitoring system for rail transit according to claim 7, characterized in that, At least one of the second light field data acquisition modules is installed on the top of the train to acquire 4D light field data of the overhead contact line area or the contact rail area above the train in real time during train operation. Alternatively, at least one of the second light field data acquisition modules is disposed on the side of the train to acquire 4D light field data of the contact rail area located on the side of the train in real time during train operation.

9. The online monitoring system for rail transit according to claim 7, characterized in that, The second light field data acquisition module consists of three modules, which are respectively installed on the front carriage, the rear carriage, and the middle carriage of the train.

10. The online monitoring system for rail transit according to any one of claims 1-6, characterized in that, The system also includes a third light field data acquisition module, which is installed in the train driver's cab and communicates with the monitoring server to acquire 4D light field data of the surrounding environment in front of the train in real time during train operation.

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