High-speed train on-board non-real-time data downloading system based on 5G network

Abstract

The utility model discloses a high -speed train set vehicle non -real -time data download system based on 5G network, including vehicle equipment and ground equipment, and vehicle equipment is connected with ground equipment through 5G network wireless communication, vehicle equipment includes 5G antenna and host, and 5G antenna and host are split -type and set up between, and 5G antenna is connected with host through internal cable, and host is connected with high -speed train set WTD gateway board card through category 6 network cable, ground equipment includes 5G ground base station, cache server, service server, and 5G ground base station is connected with cache server through optical fiber, and cache server intercommunicates with service server through intranet. Through the use 5G millimeter wave technology, realize high -speed train set vehicle non -real -time data's high -speed landing transmission, through 5G millimeter wave technology upgrade non -real -time data transmission channel, after train enters millimeter wave hotspot coverage, through 5G, non -real -time data is transmitted to high -speed train set data application workstation, to improve data transmission efficiency, avoid the malpractice of manual download.

Description

Technical Field

[0001] This utility model belongs to the field of onboard non-real-time data download technology for high-speed trains, specifically relating to an onboard non-real-time data download system for high-speed trains based on a 5G network. Background Technology

[0002] The onboard WTD (Wireless Data Transmission) system is an important train monitoring system that enables real-time monitoring, precise positioning, big data storage, fault analysis, and PHM (Predictive and Health Management) diagnostics for high-speed trains. During operation, various systems on the high-speed train generate a large amount of real-time and non-real-time maintenance data. The non-real-time maintenance data is particularly substantial, including data from core systems such as traction and braking. This data is crucial for vehicle maintenance and safe operation. Traditional methods involve downloading data from the WTD host computer after the train returns to the depot. This method is inefficient, poses safety risks, and requires manual analysis after downloading, resulting in poor real-time performance, low efficiency, and high data security risks. It fails to effectively utilize the potential of non-real-time data in fault analysis and health management.

[0003] Currently, WTD non-real-time data is downloaded and analyzed manually. This method suffers from several problems, including long download times preventing full coverage, low data analysis efficiency affecting fault handling, low accuracy and comprehensiveness of manual data analysis, and the manual download method jeopardizing the safety of high-speed trains. There is an urgent need for fully automated download, parsing, and analysis. Existing wireless download methods are too time-consuming and cannot meet the requirements. Utility Model Content

[0004] The purpose of this invention is to overcome the problem of excessively long download time for WTD non-real-time data of existing EMU trains, and to propose an onboard non-real-time data download system for EMU trains based on 5G network.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] The 5G-based onboard non-real-time data download system for high-speed trains includes onboard equipment and ground equipment, with the onboard equipment and ground equipment connected wirelessly via the 5G network.

[0007] The on-board equipment includes a 5G antenna and a host unit. The 5G antenna and the host unit are set up separately. The 5G antenna and the host unit are connected through internal cables. The host unit is connected to the WTD gateway board of the EMU through a Category 6 network cable.

[0008] The ground equipment includes 5G ground base stations, cache servers, and service servers; the 5G ground base stations are connected to the cache servers via optical fibers, and the cache servers communicate with the service servers via an intranet.

[0009] Furthermore, the 5G antenna is installed on the visor of the control panel in the driver's cab of the high-speed train, while the main unit is installed below the control panel in the driver's cab of the high-speed train.

[0010] Furthermore, 5G ground base stations are set up in the throat area of ​​the EMU depot maintenance workshop, as well as in the tread inspection shed and the operational storage yard.

[0011] Furthermore, 5G terrestrial base stations include:

[0012] Base station A is located at one end of the top of the tread inspection shed, radiating in the direction of the EMU's entry into the depot;

[0013] Base station B is located at the other end of the top of the tread inspection shed, radiating the direction behind the EMU after it passes through the tread inspection shed;

[0014] Base station A and base station B are arranged in a cross-beam configuration.

[0015] Furthermore, the vehicle-mounted equipment includes a main control vehicle-mounted antenna and a non-main control vehicle-mounted antenna. The main control vehicle-mounted antenna is wirelessly connected to base station A, and the non-main control vehicle-mounted antenna is wirelessly connected to base station B.

[0016] Furthermore, the 5G ground base station also includes base station C, which is set at one end of the light bridge in the parking lot as a redundancy supplement.

[0017] Furthermore, the mounting brackets for base station A and base station B are both fixed to the channel steel;

[0018] The mounting bracket for base station C is fixed to the angle steel of the tower using clamps.

[0019] Furthermore, the cache server is located in the throat area of ​​the maintenance warehouse.

[0020] Furthermore, the transmission rate of WTD non-real-time data is ≥10G / min.

[0021] Furthermore, the host is powered by PoE++.

[0022] Compared with the prior art, the present invention has the following beneficial technical effects:

[0023] This invention proposes a 5G network-based onboard non-real-time data download system for high-speed trains. The system features a split-type onboard 5G antenna and main unit, facilitating flexible installation and maintenance. Through wireless connection via the 5G network, it eliminates the constraints of traditional wired connections, ensuring efficient and stable data transmission. In the ground equipment, the 5G ground base station is connected to a cache server via fiber optic cable, and then interconnected with the business server's intranet, establishing a fast data channel. This enables rapid download and processing of non-real-time data from the high-speed train, improving data update efficiency and providing timely and accurate data support for high-speed train operation monitoring and fault diagnosis, ensuring the safe and stable operation of the high-speed train. By utilizing the unparalleled spectrum resource advantages of 5G millimeter-wave technology compared to other frequency bands, high-speed onboard non-real-time data transmission from the high-speed train is achieved. Upgrading the non-real-time data transmission channel with 5G millimeter-wave technology, after the train enters the millimeter-wave hotspot coverage area, non-real-time data is transmitted to the high-speed train data application workstation via 5G, improving data transmission efficiency, enhancing the existing wireless system, and avoiding the drawbacks of manual downloading. Attached Figure Description

[0024] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present invention in any way. Furthermore, the shapes and proportions of the components in the drawings are merely schematic to aid in understanding the present invention and do not specifically limit the shapes and proportions of the components. In the drawings:

[0025] Figure 1 This is a general structural diagram of an embodiment of the present utility model.

[0026] Figure 2 This is a layout diagram of the modified EMU in an embodiment of this utility model.

[0027] Figure 3 This is a diagram showing the shape and schematic of a 5G antenna.

[0028] Figure 4 This is a diagram showing the exterior of the main unit.

[0029] Figure 5 This is a schematic diagram showing the installation location of a 5G antenna on a high-speed train.

[0030] Figure 6 This is a map showing the distribution of ground equipment.

[0031] Figure 7 This is a schematic diagram showing the location of the tread surface testing shed.

[0032] Figure 8 Reference for the deployment locations of ground base stations A and B.

[0033] Figure 9 This refers to the A / B installation method for ground base stations.

[0034] Figure 10 This is a diagram illustrating the deployment of ground base station C.

[0035] Figure 11 This refers to the C-type installation method for ground base stations.

[0036] Figure 12 This is a schematic diagram showing a train failing to pass the monitoring shed.

[0037] Figure 13 This is a schematic diagram of a high-speed train passing through a monitoring shed.

[0038] Figure 14 This is a schematic diagram of the equipment connection for a non-real-time data download system on a high-speed train based on a 5G network.

[0039] Among them, 1 is the 5G antenna, 11 is the main control terminal vehicle antenna, 12 is the non-main control terminal vehicle antenna, 2 is the host, 3 is the 5G ground base station, 31 is base station A, 32 is base station B, and 33 is base station C. Detailed Implementation

[0040] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0041] It should be noted that when an element is referred to as being "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only embodiments.

[0042] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0043] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0044] Example 1

[0045] The 5G-based onboard non-real-time data download system for high-speed trains includes onboard equipment and ground equipment. The onboard and ground equipment are wirelessly connected via the 5G network. The onboard equipment includes a 5G antenna 1 and a host 2, which are separately configured. The 5G antenna 1 and host 2 are connected via internal cables, and host 2 is connected to the high-speed train's WTD gateway board via a Category 6 network cable. The ground equipment includes a 5G ground base station 3, a cache server, and a service server. The 5G ground base station 3 is connected to the cache server via fiber optic cable, and the cache server communicates with the service server via an intranet. The cache server is located in the throat area of ​​the maintenance depot.

[0046] In this embodiment, the onboard equipment adopts a separate configuration of 5G antenna 1 and host 2, connected by internal cables. Host 2 is connected to the EMU WTD gateway board via a Cat6 network cable. This design facilitates flexible installation and maintenance, adapting to the complex environment of the EMU. In the ground equipment, the 5G ground base station 3 is connected to the cache server via fiber optic cable, and then interconnects with the service server through the intranet, constructing an efficient and stable data transmission architecture. The high speed and low latency characteristics of the 5G network can greatly improve data download speed, reduce EMU dwell time, and improve operational efficiency. Simultaneously, the system can reliably transmit and store large amounts of non-real-time data, providing strong data support for EMU operation status monitoring and fault diagnosis analysis, helping to optimize operation and maintenance strategies, ensure EMU operation safety, and improve overall service quality and economic benefits.

[0047] 5G antenna 1 is installed on the visor of the control panel in the driver's cab of the EMU, and main unit 2 is installed below the control panel in the driver's cab of the EMU. 5G ground base station 3 is set up in the throat area of ​​the EMU depot maintenance workshop, the tread inspection shed, and the operational storage yard.

[0048] The 5G ground base station 3 includes: base station A31, located at one end of the top of the tread inspection shed, radiating in the direction of the train's entry into the depot; and base station B32, located at the other end of the top of the tread inspection shed, radiating in the direction after the train passes through the tread inspection shed. Base stations A31 and B32 are arranged in a cross-beam configuration. The 5G ground base station 3 also includes base station C33, located at one end of the light bridge in the depot, as a redundancy supplement.

[0049] The vehicle-mounted equipment includes a main control vehicle-mounted antenna 11 and a non-main control vehicle-mounted antenna 12. The main control vehicle-mounted antenna 11 is wirelessly connected to base station A31, and the non-main control vehicle-mounted antenna 12 is wirelessly connected to base station B32. The mounting brackets for base station A31 and base station B32 are fixed to channel steel; the mounting bracket for base station C33 is fixed to the angle steel of the tower using clamps.

[0050] In this embodiment, the 5G antenna consists of a main control unit and a non-main control unit, installed in different locations on the driver's cab control panel, facilitating efficient space utilization and signal transmission / reception. The ground base stations are precisely located in key areas of the EMU depot, providing comprehensive coverage of the EMU's operating range. Base stations A31 and B32 are arranged in a cross-beam configuration on the top of the tread inspection shed, ensuring seamless signal connection and stable communication when the EMU enters the depot and passes through the inspection shed. Base station C33 serves as a redundancy supplement in the operational storage area, enhancing overall signal reliability. Furthermore, the base station mounting brackets employ diverse and robust fixing methods: base stations A31 and B32 are fixed to channel steel, while base station C33 is secured to the angle steel of the tower using clamps, adapting to different installation environments and ensuring base station stability. This layout effectively improves 5G network coverage quality, ensures the stable operation of services such as onboard non-real-time data downloads on the EMU, and enhances maintenance efficiency and safety.

[0051] Example 2

[0052] This embodiment provides a 5G network-based onboard non-real-time data download system for high-speed trains, which is modified based on existing high-speed trains, as detailed below:

[0053] The system design scheme specifically includes: a railway needs to establish and improve the monitoring and control data management system, implement responsibilities such as remote monitoring, ground-to-vehicle monitoring, onboard data landing, and comprehensive analysis and utilization, and the EMU depot needs to have the functions of accessing and downloading data to the EMU WTD equipment through wireless network, realizing the storage and archiving of WTD equipment process record data, and transmitting non-real-time data to the main data center.

[0054] Currently, WTD (World Time Tolerance) non-real-time data is manually downloaded and analyzed, which suffers from problems such as long download times (failing to achieve full coverage), low data analysis efficiency affecting fault handling, low accuracy and comprehensiveness of manual data analysis, and jeopardizing the safety of high-speed trains. There is an urgent need for fully automated download, parsing, and analysis. Existing wireless download methods are too time-consuming to meet usage requirements. Utilizing 5G transmission technology, data can be automatically uploaded to ground stations when high-speed trains enter the depot, achieving high-speed transmission and complete storage of critical train operation data. This facilitates the statistical analysis of train parameter changes and in-depth analysis of fault causes.

[0055] The onboard wireless transmission system of a high-speed train consists of two parts: onboard equipment and ground equipment. The onboard equipment includes onboard antennas, while the ground equipment includes base stations, data storage servers, switches, firewalls, etc.

[0056] See Figure 1 The overall structure diagram shows that train data is transmitted via 5G to the internal network server of the train depot. Through the internal information management platform, the non-real-time data is collected, parsed, and transmitted to the group's server via the network. The specific data flow for downloading onboard non-real-time data is shown below:

[0057] During the operation of the EMU, onboard equipment (such as sensors and cameras) generates non-real-time data (such as historical fault records, video surveillance recordings, and maintenance logs), which is stored in the onboard storage equipment of the EMU depot.

[0058] When it is necessary to download non-real-time data (such as during routine maintenance or troubleshooting), a download request is sent to the group's intranet via the 5G network.

[0059] Non-real-time vehicle data is transmitted to the group's intranet (core network) via the 5G network, and security verification (such as IP filtering and encryption) is performed through the firewall during the transmission process.

[0060] After receiving data on the group's intranet, it is stored in the central database for subsequent data analysis (such as fault trend prediction and operation and maintenance efficiency optimization) or sharing.

[0061] The specific modifications to the onboard equipment include: This embodiment plans to modify the CR300BF type EMU, requiring the installation of 5G antennas, with one set of equipment installed at each end of the driver's cab. See also... Figure 2 Layout diagram for 5G retrofitting on high-speed trains. The onboard 5G antenna equipment adopts a split design, consisting of an antenna section, such as... Figure 3 and the host portion, such as Figure 4 The antenna is installed in front of the driver's control panel in the cab, and is fixed to the visor of the control panel using a mounting bracket. The 5G antenna installation location is as follows: Figure 5The main unit is mounted on the aluminum plate below the driver's cab console. The antenna and main unit are connected via internal cables. The main unit is connected to the WTD gateway board via a Cat6 network cable. The system is powered by PoE++. The distance from the vehicle-mounted antenna to the WTD cabinet is estimated to be about 40m. To ensure data transmission efficiency, the length of the wiring between the antenna and the main unit shall not exceed 70cm.

[0062] The specific installation of ground equipment includes: ground equipment consists of ground base stations, server resources, etc. For example... Figure 6 As shown. The number of receiving base stations is determined based on the WTD data carried by the EMU returning to the depot and the time it takes for the EMU to pass through the signal coverage area. By testing the installation location and angle of the receiving base stations, the most suitable angle is selected between signal coverage and signal strength.

[0063] The vehicle-mounted 5G antenna interacts with the ground base station through the driver's cab glass. The ground base station is installed on the light fixtures and tread inspection shed in the throat area of ​​the maintenance depot. The ground base station is interconnected with the data center cache server via fiber optic cable, and the cache server communicates with the business server via the intranet.

[0064] Since high-speed trains must pass through a tread inspection shed before entering the depot, and the tread inspection shed has only two tracks, ground-based base stations can be deployed around the tread inspection shed. The location of the tread inspection shed is as follows: Figure 7 As shown.

[0065] 5G ground base stations (defined as ground base stations A and B, respectively) are installed at the east and west ends of the top of the tread inspection shed in a certain EMU depot, and are set up in a cross-beam configuration. Figure 8 Ground base station A radiates from the direction the EMU enters the depot, while ground base station B radiates from the direction the EMU passes behind the tread inspection canopy. During installation, four through holes need to be drilled in the channel steel for the A / B base stations. Bolts, nuts, and flat washers / spring washers are used to secure the bracket assembly. Figure 9 After the bracket and base station are installed, adjust the angle of the base station to the appropriate position and tighten the bolts.

[0066] Supplementary ground base station C is located at the south end of the east light bridge in the parking lot, serving as a redundant supplementary network access point. The mounting bracket for base station C is secured to the angle steel of the tower using clamping clips, and further tightened with bolts, nuts, and flat washers / spring washers to ensure reliable installation. A deployment diagram of supplementary ground base station C is shown below. Figure 10 As shown, the installation method of ground base station C is as follows: Figure 11 As shown.

[0067] The EMU (Electric Multiple Unit) is equipped with an onboard gateway device via a network cable connected to the onboard antenna. The main control terminal is onboard antenna A, and the non-main control terminal is onboard antenna B. At an average speed of 30 km / h (500 m / min) within the network coverage area, after the EMU enters the signal coverage area, onboard antenna A first establishes a connection with ground base station A. Figure 12 As shown, after the train travels a certain distance, the onboard antenna B establishes a connection with the ground base station B, as follows: Figure 13 After the EMU passes through the tread detection canopy, the onboard antenna B establishes a connection with the ground base station B. The onboard antenna and the ground base station transmit data at a speed of about 10G / min. The onboard data transmission time of the EMU is limited to about 2 minutes.

[0068] The specific device connection method includes: upgrading the WTD's hardware and software to add gateway functionality. When a train enters the depot, it automatically establishes a connection with the ground base station in the depot area, quickly transmitting data to the high-speed cache server. The ground base station connects to the depot's ground equipment room server through ground network resources. See the device connection diagram below. Figure 14 .

[0069] Data download process:

[0070] (1) When the EMU enters the signal coverage area of ​​the forward base station in the throat area of ​​the maintenance depot, the vehicle antenna and the ground base station will establish a connection and start downloading WTD data to the cache server at high speed;

[0071] (2) The cache server pushes the WTD data to the specified directory of the business server, and the ground analysis personnel decrypt the vehicle data.

[0072] (3) Backhaul effect: Within a line-of-sight distance of 700m, the peak air interface rate can reach 1.8Gbps.

[0073] The data transmission specifically includes: after the train enters the train depot, the 5G vehicle-mounted antenna and the ground base station deployed in the train depot establish an ultra-high-speed wireless channel, and WTD transmits non-real-time data back to the transfer platform in the train depot's computer room at high speed through this link.

[0074] Perform static and dynamic debugging on the system:

[0075] The purpose of static commissioning is to power up and test the equipment of the data transfer system after the completion of the EMU modification and equipment installation, and to test the hardware functionality in the static environment of the EMU.

[0076] The static testing steps specifically include:

[0077] Power-on testing of the dump system, testing the equipment's operation inside the train;

[0078] After the vehicle-mounted 5G antenna establishes a connection with the ground base station, the server platform software is opened, and data is transmitted back from the WTD device to the server for three consecutive days of testing.

[0079] Measurements are taken under extreme weather conditions (such as high temperatures, rain, snow, strong winds, etc.). Depending on the season, one or more tests can be selected.

[0080] Record parameters such as network status, file size, and transmission time during the return transmission process, and compile and record any problems encountered during transmission.

[0081] The problems found in the static testing process were rectified and optimized.

[0082] The purpose of dynamic debugging is to simulate the entry of a high-speed train into the depot and conduct multiple route tests without affecting the normal production operations of the depot, to verify the stability and reliability of the data transfer equipment in actual application scenarios, and to re-verify the problems rectified during the static testing process.

[0083] The dynamic testing steps specifically include:

[0084] The test train will be incorporated into the fixed-line transportation task plan;

[0085] After each train completes its route change and returns to the train depot, the testing personnel are divided into two groups: one group stays in the central control room, and the other group boards the train in advance to stand guard.

[0086] Before the high-speed train enters the 5G coverage area, test preparations are made, and after the network link is connected, testers monitor the entire transmission process.

[0087] Record relevant data and problems during the return process, such as network status, file size, transmission time, and device operating status;

[0088] The problems found in the dynamic testing process were rectified and optimized.

[0089] The testing objectives include:

[0090] (1) Verify the stability of WTD equipment in powering 5G antenna equipment and transmitting data;

[0091] (2) Verify the communication protocol flow between the dump gateway device software and the server platform software;

[0092] (3) Verify the stability of network link transmission;

[0093] (4) Verify the WTD data return rate;

[0094] (5) Through multiple road tests and optimization and rectification of the software and hardware systems, the project's technical indicators were met.

[0095] Test data includes:

[0096] (1) Pass-through rate of the EMU terminal;

[0097] (2) Test the transmission distance at the air interface rate;

[0098] (3) At the air interface rate, test the supported speed of movement;

[0099] (4) Number of vehicle terminals that can transmit data concurrently in the system; (Number of EMU terminals that the system supports transmitting data simultaneously).

[0100] The overall design must adhere to principles of advanced technology, comprehensive functionality, stable performance, and cost-effectiveness. It must also consider construction, maintenance, and operational factors, and allow for future expansion, upgrades, and integration into the railway integrated management information system. The design principles are as follows:

[0101] The reliability design utilizes mature modules (5G antenna, 10 Gigabit switch), which have been used in similar environments and demonstrate good reliability. All cables are derated, and Category 7 network cables are used to ensure a data transmission rate higher than the actual usage rate, with at least a 30% margin. Sufficient slack is provided for the interfaces and cables of the transmission equipment to accommodate future additions of 5G antennas and other devices. The entire system prioritizes industrial-grade components to ensure support for an operating temperature range of 40℃ to 70℃.

[0102] For system maintenance, the system design follows these aspects: cabling rules. To facilitate troubleshooting in case of future faults, the system cabling separates power lines from signal lines, and signal lines do not cross each other. At the same time, to prevent damage to transmission lines, sheathed cables are used or protective sleeves are wrapped around the outside of the cables to ensure the reliability of the connections.

[0103] For labeling and error prevention, each wire must be accurately labeled, clearly indicating the equipment model, and both ends of each interface must have the same label. Furthermore, to prevent injury to personnel during maintenance, the structural casing corners are rounded to ensure the equipment does not cause harm.

[0104] Data transmission requirements include: (1) Success rate of EMU terminal access ≥ 99.5%; (2) Login authentication time: less than 1 millisecond; (3) EMU and ground base station access need to be automated, automatically aligned, automatically connected and automatically uploaded, without manual access throughout the process.

[0105] The specific list of main equipment for the renovation is shown in Table 1.

[0106] Table 1 5G Equipment Upgrade List

[0107]

[0108] This embodiment demonstrates the practical application of the non-real-time data transmission and application of the onboard WTD system for a CR300BF EMU at a certain EMU depot. By deploying ground base stations at the tread inspection shed and the eastern end of the parking lot at the depot, and deploying high-speed cache servers and data storage servers in the information room, a CR300BF EMU was upgraded and modified. Onboard 5G transmission equipment was added to the EMU, and a non-real-time data ground analysis and application system was deployed in the depot's information room. This enabled the system to analyze the status of traction, braking, and other systems, and to provide fault handling suggestions for the analyzed faults. The direct economic benefits are reflected in the fact that by using this achievement, the EMU depot can directly save on the labor costs of manual downloading and analysis, while reducing management costs. The indirect economic benefits are reflected in the reduction of EMU maintenance procedures, the reduction of daily maintenance costs, the reduction of the error rate of manual data analysis, the improvement of the safety production efficiency of the EMU depot, and the timely reporting of faults after the EMU returns to the depot, which facilitates maintenance personnel to board the train for repairs. The social benefits are reflected in the fact that this achievement improves the safety of railway transportation, achieves the goal of providing better services to passengers, improves passenger travel safety, and has an important impact on social stability.

[0109] This embodiment utilizes 5G millimeter wave technology to jointly establish a local high-speed data transmission channel in the throat area, parking lot, and data center within railway stations and depots (stations) to transmit onboard non-real-time data during EMU operation. An onboard transmission antenna is added to the EMU driver's cab. The onboard antenna adopts a split design, consisting of an antenna part and a main unit part.

[0110] Many embodiments and applications beyond the examples provided will be apparent to those skilled in the art upon reading the foregoing description. Therefore, the scope of this teaching should not be determined by reference to the foregoing description, but rather by reference to the foregoing claims and the full scope of their equivalents. For purposes of completeness, all articles and references, including patent applications and publications, are incorporated herein by reference. The omission of any aspect of the subject matter disclosed herein in the foregoing claims is not intended as a waiver of that subject matter, nor should it be construed as an indication that the applicant has not considered that subject matter as part of the disclosed utility model subject matter.

[0111] The above content provides a further detailed description of this utility model. It should not be considered that the specific embodiments of this utility model are limited to this. For those skilled in the art, several simple deductions or substitutions can be made without departing from the concept of this utility model, and all of these should be considered to fall within the defined protection scope of this utility model.

Claims

1. A 5G network-based EMU on-board non-real-time data download system, characterized in that, It includes vehicle-mounted equipment and ground equipment, wherein the vehicle-mounted equipment and the ground equipment are wirelessly connected via a 5G network; The vehicle-mounted equipment includes a 5G antenna (1) and a host (2). The 5G antenna (1) and the host (2) are set separately. The 5G antenna (1) and the host (2) are connected by an internal cable. The host (2) is connected to the WTD gateway board of the EMU through a Category 6 network cable. The ground equipment includes a 5G ground base station (3), a cache server, and a service server; the 5G ground base station (3) is connected to the cache server via optical fiber, and the cache server communicates with the service server via an intranet.

2. The 5G network-based EMU onboard non-real-time data downloading system according to claim 1, characterized in that, The 5G antenna (1) is installed at the visor of the control panel in the driver's cab of the EMU, and the host (2) is installed below the control panel in the driver's cab of the EMU. 3.The 5G network-based EMU onboard non-real-time data downloading system according to claim 1, characterized in that, The 5G ground base station (3) is located in the throat area of ​​the EMU depot maintenance warehouse, the tread inspection shed, and the operational storage yard.

4. The 5G network-based EMU onboard non-real-time data downloading system according to claim 1, characterized in that, The 5G ground base station (3) includes: Base station A (31) is set at one end of the top of the tread inspection shed, radiating the direction of the EMU entering the depot; Base station B (32) is located at the other end of the top of the tread inspection shed, radiating the direction behind the EMU after it passes through the tread inspection shed; The base station A (31) and base station B (32) are arranged in a cross-beam configuration.

5. The 5G network-based EMU onboard non-real-time data downloading system according to claim 4, characterized in that, The vehicle-mounted equipment includes a main control vehicle-mounted antenna (11) and a non-main control vehicle-mounted antenna (12). The main control vehicle-mounted antenna (11) is wirelessly connected to base station A (31), and the non-main control vehicle-mounted antenna (12) is wirelessly connected to base station B (32).

6. The 5G network-based EMU onboard non-real-time data downloading system according to claim 5, characterized in that, The 5G ground base station also includes base station C (33), which is set at one end of the light bridge in the parking lot as a redundancy supplement.

7. The 5G network-based EMU onboard non-real-time data downloading system according to claim 6, characterized in that, The mounting brackets of base station A (31) and base station B (32) are both fixed to the channel steel; The mounting bracket of the base station C (33) is fixed to the angle steel of the tower by clamps. 8.The 5G network-based EMU onboard non-real-time data downloading system according to claim 1, characterized in that, The cache server is located in the throat area of ​​the maintenance depot. 9.The 5G network-based EMU onboard non-real-time data downloading system according to claim 1, characterized in that, The transmission rate of non-real-time data on the WTD gateway board of the EMU is ≥10G / min.

10. The 5G network-based EMU onboard non-real-time data downloading system according to claim 1, characterized in that, The host is powered by PoE++.

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