190 results about "Rail network" patented technology

The invention discloses a railway equipment access and data security transmission system based on a railway private network. The system comprises a railway equipment data transmission module, a railway equipment data access module, a gateway forwarding service module and a railway equipment data service receiving module, the railway equipment data transmission module performs data processing on to-be-transmitted data of a railway terminal, converts the to-be-transmitted data into a binary array, then slices and splices the binary array, uploads the sliced data to the railway equipment data access module, assembles the sliced data into the binary array, and decompresses and decrypts the binary array; the gateway forwarding service module receives the restored railway equipment data, obtains authorization information and carries an authorization token to encrypt and forward the railway equipment data; and the railway equipment data service receiving module receives and decrypts the verification data to complete railway equipment access and data security transmission. According to the method provided by the invention, adaptive access and secure data transmission of various railway terminal devices in a railway network environment are realized.

A hierarchy of procedures sets pacing schedules for trains operating in a railroad network (102). At a train level (500) of the hierarchy, a network coordinator (141) sends time windows (504) to a train (112E) indicating when the train should arrive at or depart from a siding along its track (130). The time windows provide flexibility for the train to adjust its pace as needed, for example, to conserve fuel. At a territory level (700), if the train (112E) indicates that it cannot comply with the time windows, the coordinator (141) evaluates and adjusts pacing schedules at least for other trains (112W) sharing the same track (130) in the territory (104) to avoid conflicts, again providing time windows (708) for the trains to adjust their pace as needed. At a network level (800), the coordinator (141) ensures that pacing schedules adjusted for a territory (104) also meet time windows set for trains crossing a boundary (108) into another territory (106, 110) in the network (102).

The invention relates to a multi-mode network accessibility calculation method for comprehensive traffic, a calculation device and a storage medium, and the method comprises the steps: constructing a network structure of a comprehensive traffic network which comprises a road network, a railway network and an aviation network; recording longitude and latitude coordinates of a starting point and an ending point; a heuristic function of an A * algorithm is improved; the hierarchical search algorithm comprehensively considers travel paths in the traffic network, including intra-city travel paths of cities where a starting point and a terminal point are located, and inter-city travel paths connecting the cities where the starting point and the terminal point are located; calculating total travel time; and calculating reachability and diagnosing reachability depression. According to the method, the path search algorithm is improved with the aim of improving the efficiency, and the path search algorithm suitable for the multi-mode traffic network is constructed from the two aspects of optimizing the search path and improving the search strategy. And by introducing a hierarchical search strategy, unnecessary repeated search is effectively reduced, and the search efficiency of the algorithm is improved. Meanwhile, the algorithm fusion considers the influence of the transfer times and the train connection relationship on the travel path selection, and the actual travel behavior of the traveler is simulated more accurately.

The invention relates to an urban rail transit passenger service quality optimization method and apparatus, an electronic device and a storage medium. The method comprises the steps of obtaining road network data, passenger flow data, a decision variable set and a guide strategy set of a subway network in a specified time period; determining a passenger path selection set according to the road network data, the passenger flow data and the guiding strategy set; according to the road network data, the passenger path selection set and the passenger service coefficient set, determining the tolerance loss of passengers going to each terminal station from each starting station; according to the passenger path selection set, determining waiting duration required by a target riding path selected by each passenger; and optimizing the decision variable set and the guide strategy set according to the tolerance loss and waiting time of the passengers going to each terminal station from each starting station to obtain a target decision variable set and a target guide strategy set. Therefore, the waiting time and the tolerance loss of passengers in the subway network can be shortened, and the passenger service quality of the subway network can be improved.

The invention discloses a post-earthquake railway structure state evaluation method and system based on multi-source data fusion. The method comprises the steps that a finite element model is constructed according to the structure of a regional railway network, a simulation data set is generated, a physical information neural network model is trained, and a proxy model library is formed; acquiring multi-source observation data, and performing inversion according to the Bayesian theory, the structural damage parameters of the physical information neural network agent model and the multi-source observation data to obtain complete posterior probability distribution of the damage parameters; according to the method, statistical characteristics of damage parameters are extracted from posterior probability distribution, probability grading is carried out on the damage degree of the structure, driving constraint suggestions are generated according to the combination of damage probability grading and specifications, and Bayesian inversion time is reduced from several days to several hours through a physical information neural network agent model, so that the evaluation efficiency is improved; the output of the Bayesian method is probability distribution, the uncertainty range of the evaluation result is clearly displayed, and the uncertainty is quantified.

The invention relates to a high-dynamic communication network spectrum resource allocation method based on multi-domain information fusion, and belongs to the technical field of wireless communication. Comprising the following steps: acquiring communication environment data and a historical traffic demand data set; decoupling the correlation between the communication environment data and the electromagnetic wave propagation loss by using a residual neural network to obtain an electromagnetic wave propagation loss predicted value of the next stage; predicting the historical traffic demand data set by using a long-short-term memory network to obtain a traffic demand prediction value of a next stage; fusing the electromagnetic wave propagation loss prediction value and the flow demand prediction value so as to formulate a spectrum resource allocation strategy; applying the spectrum resource allocation strategy to the railway LTE network to obtain a dynamic spectrum resource allocation strategy; and fusing the dynamic spectrum resource allocation strategy with the output information of the network state monitor, and optimizing the dynamic spectrum resource allocation strategy. According to the invention, the resource utilization rate of the wireless communication system is improved by enhancing the multi-domain information analysis capability.

A rail including a predetermined chemical composition is provided, in which 90 area % or greater of a metallographic structure in a cross section of a rail web portion is a pearlite structure, a minimum value of a hardness in the cross section of the rail web portion is Hv 300 or greater, and a difference between a maximum value and the minimum value of the hardness in the cross section of the rail web portion is Hv 40 or less.

The invention relates to the technical field of network security, in particular to a network security digital substitute protection method and system, and the method comprises the following steps: monitoring and recording network activities in real time based on a data stream from a railway network, including an equipment state and communication abnormity, analyzing normal and abnormal network behavior modes through employing an LSTM network, extracting behavior characteristics, and carrying out the protection of the network security digital substitute. And establishing a network virtual copy. According to the invention, by monitoring the data flow of the railway network in real time and recording the equipment state and the communication abnormity, the network security dynamic state is effectively captured, the instant response capability to the abnormal behavior is improved, the LSTM network is utilized to analyze and extract the behavior characteristics of the complex network, the analysis of the complex data mode is enhanced, the efficient identification of unknown threats is ensured, and the security of the network is improved. Through the automatic behavior deviation identification configuration and the emergency response instruction set, potential threats can be quickly and accurately handled, the probability of network security accidents is reduced, efficient risk management is realized, and the security performance of a railway network is greatly improved.

The invention discloses an IPv6 stateless address dynamic planning method and system based on an elastic prefix, particularly relates to the field of network communication, is used for solving the problems of prefix rigidity and service semantic deficiency in IPv6 stateless address configuration of a railway network, and is implemented by extracting basic prefix information and compressing a service level identifier to generate an elastic sub-prefix bit string. The prefix is ensured to be flexibly embedded into multi-level semantics; fusing the MAC address of the host to construct a temporary interface ID, and enabling the address to have deep association between equipment and service; splicing candidate addresses and broadcasting verification information to collect conflict feedback to realize real-time conflict detection; based on feedback calculation correlation strength and a variation rate index, driving a bit flipping optimization prefix and an interface ID through a support vector machine decision, and forming an iterative adjustment closed loop; and finally, repeatedly verifying and confirming a final address and feeding back the final address to the semantic pool, or rolling back and expanding the prefix so as to solve stubborn conflicts, thereby overcoming the prefix rigidity and semantic deficiency of the traditional mechanism.

Systems and methods for predicting an estimated time of arrival for an equipment at a destination location are disclosed. The method includes inputting to a trained machine learning model a starting location, the destination location and at least one event data, generated in response to an event during a trip of the equipment via the railroad from the starting location to the destination location. The machine learning model is trained using a plurality of historical shipment route data. A particular historical shipment route data comprises at least a location and a corresponding timestamp. The method includes predicting, using the trained machine learning model, the estimated time of arrival of the equipment at the destination location.

The invention relates to a train delay prediction method based on multiple time scales, and the method comprises the steps: carrying out the multi-source data fusion of train operation data, and obtaining the space-time embedding representation of a data tensor; wherein the space-time embedding representation comprises time embedding representation, space embedding representation and feature embedding representation; identifying periodicity in a time sequence for the space-time embedding representation through fast Fourier transform, and dividing information of a plurality of time scales; capturing space-time correlation for the space-time embedded representation, and generating space-time correlation feature representation; based on the information of multiple time scales, performing multi-time scale decomposition on the space-time correlation feature representation, and performing channel attention learning on the decomposed information to obtain aggregated multi-time scale sequence information; and based on the aggregated multi-time scale sequence information, obtaining a late prediction result. According to the method, accurate delay prediction of the train under the multi-station and complex railway network conditions can be realized.

The present application provides a method and device for processing rail network information based on real-time state perception images, relating to the field of information processing technology. The method comprises: determining an initial rail network image under normal conditions for all rail transit network information; the initial rail network image represents the attributes, state, and location of rail transit network equipment; and performing pixel-level updates on the initial rail network image based on the real-time state of the rail transit network to obtain a real-time rail network image. The method and device for processing rail network information based on real-time state perception images provided by the present application can provide a real-time and intuitive description of rail transit network information that is difficult to obtain.

The invention relates to a method for setting a rail network on a rail vehicle (RV) to enable the subsequent operation of the RV on the rail network. The RV determines its current location using a position detection system (POSERK) and transmits this information to a control unit (CU). The CU provides an up-to-date route map (STRECK) from which network identifiers (NETZK) assigned to each RV route can be extracted, with each network identifier (NETZK) containing information for the respective route. Using the route map and the current location of the RV, the CU determines a network identifier (NETZK) that corresponds to a route to be traveled by the RV. The network identifier (NETZK) is then implemented as a network setting (NV) on the RV.In accordance with the network specification (NV), components of the rail vehicle (SFZ) are initialized for operation of the rail vehicle on the route to be travelled.

Systems and methods are provided for ultra-wideband (UWB) based navigation of arbitrary paths based on reference markers. A train-mounted unit may be configured to, when deployed on a train, communicate with any wayside unit, from a plurality of wayside units configured for placement on or near tracks in a railway network, that comes within communication range of the train-mounted device, with the communicating including use of ultra-wideband (UWB) signals, and generate based on communication, train location information, with the generating of the train location information including determining based on processing of communicated UWB signals with at least one wayside unit, range to the at least one wayside unit, and determining based on the determined range to the at least one wayside unit, change in range (ΔR) to the at least one wayside unit and change in location (ΔL) on a track in the railway network.

An urban rail transit network-level train monitoring system based on a cloud platform, wherein a network-level train monitoring system NATS is arranged in a network center cloud platform, and is used for collecting line ATS data for analysis and providing a network-level operation management function; additionally, the NATS has the functions of traffic command, operation index analysis, fully-automatic mapping, network and line coordinated command, transportation organization and assistant decision making. Compared with the prior art, the system has the advantage of displaying information of the comprehensive rail network for a large city, so that the network center can carry out overall operation command and dispatching for the city.

A storage system includes at least one vehicle, a horizontal rail grid, and a charging system for charging a rechargeable power source of the vehicle. The vehicle includes a first set of wheels and a second set of wheels for moving the vehicle upon the rail grid. The first set of wheels is displaceable in a vertical direction between a first position, a second position, and a third position. The first set of wheels may move the vehicle in a first direction. The first and the second set of wheels are in contact with the rail grid. The second set of wheels may move the vehicle in a second direction perpendicular to the first direction. The charging system includes at least two charge-receiving elements arranged on the vehicle and connected to the power source, and a charging station including two charge-providing elements connected to a charging power source. The charging station includes an actuator operatively connected to the charge-providing elements and arranged to move the charge-providing elements in a vertical direction, such that the charge-receiving elements may be connected with the charge-providing elements when the vehicle is positioned above the charging station.

The invention relates to a short-term OD passenger flow prediction method for urban rail transit passenger flow, and the method comprises the steps: 1) constructing a label of a scene feature based on an influence factor set which influences the short-term OD passenger flow prediction of multiple scenes, and embedding the scene feature into a time sequence of historical OD passenger flow; 2) constructing a subway network space-time diagram according to the time sequence of the historical OD passenger flow embedded with the scene features, and constructing a sparse graph convolutional network for capturing spatial features; 3) according to the time sequence of the historical OD passenger flow embedded with the scene features, constructing a cross attention mechanism for capturing the time features; and 4) based on the sparse graph convolutional network and a cross attention mechanism, constructing a Transform-based multi-scene short-term passenger flow prediction combination model, and outputting a final predicted OD passenger flow matrix.

The invention discloses a train scheduling optimization method in a subway network, and belongs to the technical field of big data processing. The scheduling optimization method comprises the following steps: step 1, constructing a virtual model for highly simulating a new line; 2, formulating a preliminary train marshalling plan, a running chart and a parking strategy according to the expected transport capacity of the new line, and fusing the predicted passenger flow data of the new line to simulate an operation environment; 3, based on the virtual model, carrying out analogue simulation on various train dispatching schemes for a new line, and quantitatively calculating operation indexes under different dispatching combinations; 4, constructing a multi-target optimization algorithm model, and automatically searching an optimal scheduling scheme under the balance of each target; step 5, carrying out deep analysis and verification on the searched optimal scheduling scheme, and emphatically evaluating the connection stability of the new and old lines and the transport capacity distribution rationality of the new lines; and step 6, applying the verified optimal scheduling scheme to the actual operation of the new line, and performing continuous optimization and adjustment.

The invention discloses a high-speed rail network service energy-saving system and method. The system is characterized in that a plurality of 5G base stations are arranged along a target high-speed rail line, and each base station manages a cell and provides network service for terminals on the high-speed rail; the base stations at the head and tail ends are configured as sentry base stations, and the rest are intermediate base stations. The distance between the starting-point-side sentry base station and the starting point is not smaller than the acceleration distance of the high-speed rail; the sentry base station works in a first preset time period every day and sleeps in other time periods; and the intermediate base station works in a second preset time period every day and sleeps in other time periods. The first preset time period starts earlier than the second preset time period, and the two time periods are the same; and in the difference time period, when the sentry base station detects that the terminal is accessed, notifying the intermediate base station to switch to the working mode in advance. The technical problem that the sleep time of a 5G base station in a related high-speed rail network service scene is fixed, and the perception of early-shift high-speed rail users cannot be guaranteed is solved.

The invention discloses a global and neighborhood feature fused railway network node importance degree evaluation method. The method comprises the following steps: obtaining railway transportation network node evaluation data; constructing a railway transportation facility topology network and railway transportation service complex network model; analyzing the global importance of the railway network nodes; outputting neighborhood attributes of the railway network nodes; setting a global and neighborhood feature fusion factor, and calculating a network node comprehensive importance index; and evaluating the importance of the railway network nodes. According to the method, the node importance of the railway transportation complex network is rapidly and accurately evaluated, the node importance evaluation result is more objective and accurate by fusing the global and neighborhood characteristics of the railway network nodes, and technical service support is provided for scientific and efficient railway transportation planning and complex network node importance analysis.

The invention relates to a railway passenger trip chain identification method based on mobile phone signaling data, and the method comprises the steps: extracting the mobile phone signaling data of a passenger, and identifying a track sequence and an activity point of a passenger individual; identifying railway junctions of the starting city and the terminal city based on the activity points and the track sequences of the passengers; judging whether the inter-city stage of the passenger is a railway trip or not by utilizing railway network GIS (Geographic Information System) data; on the basis of the activity points and the track sequence of the passengers, identifying an in-city connection trip of the starting city and the terminal city; primary activity points of the endpoint city are identified and a reservation time is estimated. Compared with the prior art, the method has the advantages that the whole-process travel requirements of the urban agglomeration can be comprehensively reflected, and reference can be provided for urban agglomeration railway operation organization optimization, urban connection traffic service improvement and the like.

The invention relates to a method for configuring a rail network on a rail vehicle (SFZ), in order to permit the subsequent operation of the rail vehicle (SFZ) in the rail network. The rail vehicle (SFZ) uses position detection (POSERK) to determine its current location and transmits this to a control device (LS). The control device (LS) provides a route map (STRECK) which is kept up-to-date, from which route map assigned network identifiers (NETZK) for respective rail vehicle routes can be taken, each network identifier (NETZK) containing information for the respective route. The control device (LS) uses the route map and the current location for the rail vehicle (SFZ) to determine a network identifier (NETZK) which is assigned to a route to be travelled by the rail vehicle. The network identifier (NETZK) is implemented as a network specification (NV) on the rail vehicle (SFZ). Based on the network specification (NV), components of the rail vehicle (SFZ) are initialised for operation of the rail vehicle on the route to be travelled.

The invention relates to the technical field of video processing, and provides a railway video stream adaptive uploading method and system, and the method comprises the steps: obtaining a to-be-transmitted target video stream and network performance data; determining an uplink bandwidth prediction value based on the network performance data; and fragmenting the target video stream based on the uplink bandwidth prediction value, and uploading fragments of the target video stream. According to the invention, the uplink bandwidth predicted value is determined according to the network performance data, then the target video stream is fragmented based on the uplink bandwidth predicted value, and the fragmentation size is adjusted according to the network bandwidth, so that the uploading success rate and the overall throughput can be balanced in a fluctuation scene of a railway network.

The method S100 can include: determining a remote operation request Silo; optionally determining a priority of the remote operation request S120; providing vehicle data to a remote operator S130; responding to the remote operation request S140; and optionally training a model based on the response S150. However, the method S100 can additionally or alternatively include any other suitable elements. The method S100 functions to facilitate remote assistance of a vehicle operating within a rail network (e.g., operation of unmanned vehicles within restricted track regions). Additionally or alternatively, the system can function to facilitate remote validation / verification of vehicle operations and / or rail infrastructure status.

The invention provides a railway information infrastructure security management and control system based on data processing. The system improves comprehensive detection and dynamic defense capabilities for railway network security threats. The method comprises the following steps: firstly, collecting network behavior elements at the edge of a network in real time by deploying a storage, calculation and transmission integrated unit, and generating a behavior chain data set by adopting clustering compression; thirdly, performing time sequence verification of compliance, credibility and logicality on the behavior chain based on a three-white baseline, and outputting a risk level and an attack path; and finally, in combination with a software-defined network controller, implementing multi-level elastic defense strategies such as link blocking, access control and information recording according to risk levels, and dynamically adjusting a detection threshold and an acquisition frequency through a closed-loop optimization mechanism. Through a sensing-evaluation-defense-optimization closed loop structure, the safety protection precision, the response efficiency and the resource adaptation capability of the railway information system are remarkably improved.

The invention relates to a method (100) for generating a virtual image of a rail network (102), having the steps of: - detecting and / or receiving (S1) at least one sensor value by means of a magnetic field-monitoring sensor unit (202), - comparing (S2) the sensor value with at least one sensor value which is associated with a first track view (104) of the rail network (102), and - generating (S3) a second track section (106) if the detected sensor value lies outside of the first track section (104) of the rail network (102) in order to generate the virtual image of the rail network (102).

Printing plate logistics system comprising a plate supply (1), a plate disposal (3) and a transport system (2) that connects the plate supply (1) and the plate disposal (3) with several printing presses (4), wherein the transport system (2) comprises a rail network (2.1) and a plurality of transport sleds (2.3) that can travel on the rail network (2.1) and wherein the plate supply (1) comprises a plurality of plate trolley receptacles (1.2) and a plurality of plate trolleys (1.1.1) that can be loaded with multiple plates and positioned in the plate trolley receptacles (1.2) and a manipulator (1.2.3), wherein the manipulator (1.2.3) has a gripper and a multi-axis robot (1.2.1) with at least one linear axis extending over all plate carriage receptacles (1.2) and is designed for removing plates from a respective plate carriage (1.1.1) and transferring the plates to a respective transport carriage (2.3), wherein the manipulator (1.2.3) is associated with a camera that can be moved together with the manipulator (1.2.3) for detecting marks on a plate to be detected or detected by the manipulator (1.2.3), wherein the camera is guided movably solely via the linear axis or, in addition to being guided movably on the linear axis, is also mounted movably in other spatial axes.

The invention discloses a digital railway network multi-source topological data comparison method, which comprises the following steps: S1, constructing a railway operation topological network based on train operation data to form a time sequence topological reference for reflecting the actual use state of a railway network; s2, constructing a railway physical topology network based on the infrastructure related data, wherein the railway physical topology network is used for describing railway lines, stations and engineering connection relations thereof; and S3, performing topology comparison and consistency analysis between the railway operation topology network and the railway physical topology network to form a topology check result. According to the method, the specific linear space-time continuity constraint of the railway network is introduced, the railway operation topology is constructed as the space-time reference, and the railway operation topology is gradually compared and reasoned with the physical topology data with heterogeneous sources, so that the automatic consistency analysis and checking among the multi-source topology data are realized, and the problem that the consistency of the multi-source topology data can only be checked manually item by item is solved. And large-scale and continuously updated engineering requirements are difficult to meet.

The present disclosure relates to a direct multi-phase to single-phase, modular multilevel converter (MMC) (10) comprising: a first AC interface (40) for connecting it to a multi-phase first electrical network (20), in particular a three-phase electrical network; a second AC interface (50) for connecting it to a single-phase second electrical network (30); two sets of P-phase branches (80, 90), each phase branch comprising N switching cells (60) respectively connected in series between a respective one of the P-phases (L1, L2, L3) of the first AC interface (40) and a single-phase (L) neutral potential (N) of the second AC interface (50), where P > = 2 and N > = 3; and at least one controller configured to control the first set of P-phase legs (80) and the second set of P-phase legs (90) to selectively provide maximum apparent power at the first AC interface (40) and the second AC interface (50), and to switch the MMC (10) to a limited output operating mode in response to detecting at least one failed switching unit (60) of the first phase leg, the MMC (10) provides a reduced maximum apparent power at the first AC interface (40) and / or the second AC interface (50) by controlling at least the first phase leg based on the tuning factor k1ph to output a reduced phase leg voltage # imgabs0 #. The disclosure also relates to a railway network and a method for operating a direct multi-phase to single-phase MMC (10).

An adjustment system (1) for adjusting magnetic rail contacts (2) on rails (3) for rail vehicles comprises an adjustment device (4) and a connecting part (5). The adjustment device (4) has a main unit (6), wherein the connecting part (5) is configured to be connected to a connection point (7) of a rail network – for example, to a cable distributor. The adjustment device (4) is configured to measure the actual contact path length of a magnetic rail contact (2) by contacting a rail (3). The adjustment system (1) has at least one receiver unit (4, 10). The connecting part (5) comprises a signal transmitter (41) for wireless transmission of signals to the receiver unit (4, 10), wherein the receiver unit (4, 10) has a signal receiver (43, 44).