CN110758479A - Integrity detection system and method for train - Google Patents
Integrity detection system and method for train Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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Abstract
The invention provides a system and a method for detecting the integrity of a train, wherein the system for detecting the integrity of the train comprises the following components: the system comprises an Nth ultra-wideband communication module and an N +1 th ultra-wideband communication module, wherein the Nth ultra-wideband communication module and the N +1 th ultra-wideband communication module are respectively arranged on different carriages of the train, and N is a positive integer; and the integrity detection module is used for controlling the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module to communicate, calculating the distance between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module according to the signal transmission time difference between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module, and judging the integrity of the train according to the distance between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module. The integrity detection system and method for the train can accurately judge whether the train is unhooked and thrown, and are more flexible in configuration, convenient to install and strong in compatibility.
Description
Technical Field
The invention relates to the technical field of trains, in particular to a system and a method for detecting the integrity of a train.
Background
The integrity detection of the train refers to the fact that equipment is used for detecting the integrity of the train in the running process of the train, namely whether the train is unhooked or thrown is detected. At present, the train tail safety protection device (train tail device) is mainly adopted for completion. The train tail device consists of a host machine arranged at the tail part of the train and a control box in a cab, can detect the air pressure of an air pipe at the tail part of the train in real time, and feeds back the air pressure information to the control box in real time. Specifically, the train head is provided with an air compressor, and the air compressor compresses air and stores the air in a main air reservoir. The main air cylinder connects the brake systems of all the carriages in series through a long air pipe. If a train has a carriage separation accident, the air pipe is broken to cause air leakage, so that the air pressure in the pipe is reduced, the control box receives the information of the air pressure reduction, judges the carriage separation accident in the running process of the train, sends out an under-pressure alarm and prompts a driver to take emergency measures such as emergency braking. However, the train tail device has the following problems in the use process: the existing or newly added train wireless dispatching telephone (wireless train dispatching) does not reserve an interface for the control box, and is difficult to install; the improper use of the working frequency of the wireless train dispatching leads to the mutual interference between the host of the train tail device in the junction and the wireless train dispatching, and the train operation is influenced; the train tail device has low detection frequency to the wind pressure, and the real-time performance of train integrity detection cannot be ensured.
Disclosure of Invention
The object of the present invention is to solve at least to some extent one of the above mentioned technical problems.
Therefore, a first objective of the present invention is to provide a system for detecting integrity of a train, which can accurately determine whether the train is unhooked or thrown, and has the advantages of more flexible configuration, convenient installation, and strong compatibility.
The second purpose of the invention is to provide a method for detecting the integrity of the train.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a system for detecting integrity of a train, including:
the system comprises an Nth ultra-wideband communication module and an N +1 th ultra-wideband communication module, wherein the Nth ultra-wideband communication module and the N +1 th ultra-wideband communication module are respectively arranged on different carriages of the train, and N is a positive integer;
and the integrity detection module is used for controlling the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module to communicate, calculating the distance between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module according to the signal transmission time difference between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module, and judging the integrity of the train according to the distance between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module.
Optionally, the train includes a train head and M carriages, wherein the train head is provided with a first ultra-bandwidth communication module, each carriage of the train is provided with an ultra-bandwidth communication module, the last carriage of the train is provided with an M +1 th ultra-bandwidth communication module, and M is a positive integer greater than or equal to N.
Optionally, the M +1 ultra-bandwidth communication modules are all arranged on the axis of the train.
Optionally, the M +1 ultra-bandwidth communication modules are all arranged at the head of the vehicle head or the head of the carriage, or at the tail of the vehicle head or the carriage.
Optionally, when the ultra-wideband communication module is disposed at the head of the train or at the head of the car, the integrity detection module calculates the length of the train according to the calculated distance between the nth ultra-wideband communication module and the N +1 th ultra-wideband communication module and the length of the last car of the train; or
When the ultra-bandwidth communication module is arranged at the head of the train or at the tail of the carriage, the integrity detection module calculates the length of the train according to the calculated distance between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module and the length of the head of the train.
Optionally, when the calculated train length of the train is greater than a preset train length, the integrity detection module determines that the train is out of hook.
Optionally, the system further comprises:
and the emergency stop module is used for controlling the train to stop emergently when the integrity detection module determines that the train is unhooked.
The integrity detection system of the train provided by the embodiment of the invention can accurately judge whether the train is unhooked and thrown, and has the advantages of more flexible configuration, convenience in installation and strong compatibility.
In order to achieve the above object, an embodiment of a second aspect of the present invention provides a method for detecting integrity of a train, including:
controlling the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module to communicate;
calculating the distance between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module according to the signal transmission time difference between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module;
and judging the integrity of the train according to the distance between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module.
Optionally, when the ultra-wideband communication module is arranged at the head of the train or at the head of the train car, calculating the train length of the train according to the calculated distance between the nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module and the length of the last train car of the train; or
And when the ultra-bandwidth communication module is arranged at the head of the train or the tail of the carriage, calculating the length of the train according to the calculated distance between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module and the length of the head of the train.
Optionally, the method further comprises:
and when the calculated train length of the train is greater than the preset train length, determining that the train is unhooked.
Optionally, the method further comprises:
and when the train is determined to be unhooked, controlling the train to stop emergently.
The integrity detection method of the train can accurately judge whether the train is unhooked and thrown, and is more flexible in configuration, convenient to install and strong in compatibility.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a block diagram of a system for detecting integrity of a train according to an embodiment of the present invention;
FIG. 2 is a schematic view of a train on a straight track according to an embodiment of the present invention;
fig. 3 is a block diagram of an integrity detection system for a train according to another embodiment of the present invention;
fig. 4 is a schematic structural diagram of a train integrity detection system according to an embodiment of the present invention;
FIG. 5 is a schematic diagram illustrating a ranging principle according to an embodiment of the present invention;
fig. 6 is a flowchart of a method for detecting integrity of a train according to an embodiment of the present invention;
FIG. 7 is a schematic view of a train passing a curve according to an embodiment of the present invention;
fig. 8 is a flowchart of a method for detecting integrity of a train according to an embodiment of the present invention;
fig. 9 is a flowchart of a method for detecting integrity of a train according to another embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
The integrity detection system and method for a train according to an embodiment of the present invention will be described with reference to the accompanying drawings.
Fig. 1 is a block diagram of a train integrity detection system according to an embodiment of the present invention.
As shown in fig. 1, the integrity detection system of a train includes an ultra-wideband communication module 110 and an integrity detection module 120.
The train consists of a locomotive and M carriages, and each carriage is provided with an Ultra Wide Band (UWB) communication module 110. That is to say, the head of the train is provided with a first ultra-bandwidth communication module 110, the first carriage is provided with a second ultra-bandwidth communication module 110, and so on, the tail of the train (the mth carriage) is provided with an M +1 th ultra-bandwidth communication module 110, that is, the number of the ultra-bandwidth communication modules is M + 1. The M +1 ultra-wideband communication modules are all arranged on the axis of the train (the dotted line shown in figure 2 is the axis). The M +1 ultra-bandwidth communication modules can be arranged at the head of the locomotive or the carriage, and can be arranged at the tail of the locomotive or the carriage. But not a part at the head and a part at the tail. Wherein, the head is one end of the train head or the carriage and is consistent with the running direction of the train; the tail part is the other end of the train head or the train carriage and is opposite to the running direction of the train. As shown in fig. 2, when the train runs to the right, the head is located at the right end of the head or the carriage, and the tail is located at the left end of the head or the carriage.
The integrity detection module 120 may control the nth ultra-wideband communication module 110 in the train to initiate a request to the (N + 1) th ultra-wideband communication module 110, and perform ranging using the two-way flight time, so as to generate a distance between the nth ultra-wideband communication module 110 and the (N + 1) th ultra-wideband communication module 110. The Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module are respectively arranged on different carriages of the train, N is a positive integer, and the maximum value of N is equal to M.
Thereafter, the integrity detection module 120 may determine the integrity of the train according to the distance between the nth super bandwidth communication module 110 and the N +1 th super bandwidth communication module 110.
Specifically, when the ultra-wideband communication module 110 is disposed at the head of the train head or the head of the train car, the integrity detection module 120 may calculate the train length of the train according to the calculated distance between the nth ultra-wideband communication module 110 and the N +1 th ultra-wideband communication module 110 and the length of the last train car of the train. That is to say thatThe sum of the distances between every two adjacent ultra-wideband communication modules 110 and the length of the last car of the train can be calculated to obtain the length of the detected train. For example, the length of the last car is known as LxAssume that the distance between the first 110 and second 110 ultrabandwidth communication modules is L1The distance between the second super-bandwidth communication module 110 and the third super-bandwidth communication module 110 is L2And so on. The length of the train is L ═ L1+L2+L3+L4+…+Lx。
Similarly, when the ultra-wideband communication module 110 is disposed at the head or the tail of the car, the integrity detection module 120 may calculate the length of the train according to the calculated distance between the nth ultra-wideband communication module 110 and the N +1 th ultra-wideband communication module 110 and the length of the head. That is, the sum of the distances between every two adjacent super bandwidth communication modules 110 and the length of the head of the train can be calculated to obtain the length of the detected train. For example, the length of the known headstock is LyAssume that the distance between the first 110 and second 110 ultrabandwidth communication modules is L1The distance between the second super-bandwidth communication module 110 and the third super-bandwidth communication module 110 is L2And so on. The length of the train is L ═ Ly+L1+L2+L3+L4+…。
It should be noted that the ultra-wideband communication module 110 in fig. 1 of the present embodiment is provided at the rear.
The integrity detection module 120 compares the calculated length of the train with a preset length. The preset train length is the length of the train in a normal state and when the train is not unhooked. If the calculated length of the train is greater than the preset length, the integrity detection module 120 may determine that the train is unhooked.
In another embodiment of the present invention, as shown in fig. 3, the integrity detection system of the train may further include an emergency stop module 130.
And an emergency stop module 130 for controlling the emergency stop of the train when the integrity detection module 120 determines that the train is out of hook, thereby preventing a dangerous situation from occurring.
The integrity detection system of the train provided by the embodiment of the invention can accurately judge whether the train is unhooked and thrown, and has the advantages of more flexible configuration, convenience in installation and strong compatibility.
The following is described with a specific example.
The principle of integrity detection of the present example train is described first: the length of the train running normally is rigid (fixed), namely the distance from the head of the train to the tail of the train is not changed. If a train separation accident occurs, the distance between the train head and the train tail becomes large. If the detected train length is obviously greater than the original length of the train, the train can be judged to have a separation accident, namely, the train is unhooked.
The train integrity detection system of the present example, as shown in fig. 4, may include an integrity detection module 310, a UWB ranging module 320 (ultra wideband communication module) and a communication module 330 disposed on each car.
The integrity detection module 310 may calculate the length of the train according to the distance value detected by the UWB ranging module of the adjacent car. And comparing the calculated train length with the original train length. And if the calculated train length is larger than the original train length, determining that the train has the unhooking and casting accident. According to the distance value of the adjacent carriage and the length of the carriage, the position of the unhooked carriage can be calculated, namely the unhooking of the carriage in the second section occurs.
The related parameters of the integrity detection module can be configured, such as the length of each carriage, the original vehicle length, a list of the UWB ranging module, the IP address of the communication module and the like.
The UWB ranging module 320 uses two-way time of flight for ranging.
The ranging principle is shown in fig. 5:
each UWB ranging module generates an independent time stamp when it is started.
UWB ranging module a transmits a request pulse signal at Ta1 on the local timestamp and UWB ranging module B receives the pulse signal at Tb1 on the local timestamp. After the UWB ranging module B processes the data, a response signal is transmitted at time Tb2 on the local timestamp, and the UWB ranging module a receives the response signal at time Ta2 on the local timestamp. And calculating the distance between the UWB ranging module A and the UWB ranging module B according to the signal transmission time difference.
In addition, the communication interface of the UWB ranging module 320 may perform data interaction with an external network through a network port, a serial port, or a CAN port.
A communication module 330, configured to send the data detected by the UWB ranging module 320 to the integrity detection module 310. The communication module 330 can access a network system of the train, and can also independently form a network to complete data interaction.
The integrity detection module 310, the UWB ranging module 320 and the communication module 330 are installed at the head of the train, and only the UWB ranging module 320 and the communication module 330 are installed in the rest of the carriages except the head.
As shown in fig. 6, the flow is as follows:
s601, initializing an integrity detection module.
After the integrity detection module is started, the original train length of the train, the length of each carriage of the train, the ID of the UWB ranging module installed in each carriage and the IP address of the communication module corresponding to each carriage can be initialized.
S602, initializing network connection.
After the integrity detection module is initialized, network connection is initialized, and communication connection of each carriage is established. Then, the clock synchronization of the system is realized, and the time of each carriage is ensured to be consistent.
And S603, dividing time slices to finish the distance measurement of the carriage.
The caller (active transmission pulse signal) and the callee (response pulse signal) are confirmed according to the ID and clock cycle of the UWB ranging module. To avoid collisions, the data acquisition time is divided into 2 time slices. As shown in table 1, in the first time slice, the UWB ranging module with odd ID tail number is used as the caller to initiate the request, and the UWB ranging module with even ID tail number is used as the callee to respond to the request, thereby completing the ranging of the car with even tail number. In the second time slice, the UWB ranging module with the ID tail number being the even number initiates the request, and the UWB ranging module with the ID tail number being the odd number responds the request to complete the ranging of the carriage with the tail number being the single number.
TABLE 1
Wherein, the UWB ranging module setting that ID number is 1 is at the locomotive, and the UWB ranging module setting that ID number is 2 is in first section carriage to analogize in this way. Assuming that the train has M cars, the ID number of the UWB ranging module set in the last car is M + 1. N in table 1 has a value ranging from 1 to M.
And S604, sending the acquired distance value to an integrity detection module through a communication module.
S605, the integrity detection module judges whether the train breaks off the hook and throws the train.
The integrity detection module can be used for calculating the train length of the train by combining the known train head length and the known carriage length according to the received distance value. And comparing the calculated train length of the train with the original train length. And if the calculated train length of the train is > (original train length + error), determining that the train is unhooked and thrown.
And in addition, the collected distance value is compared with the length of the carriage, so that the specific carriage where the positioning unhooking occurs is determined. For example, the distance measured by an adjacent UWB ranging module should normally be equal to the length of one car (including the car gap), and if the distance between the third car and the fourth car is much greater than the length of one car, it may be determined that the fourth car is unhooked.
And S606, uploading the test result to a train control system.
And periodically reporting the test result to the train control system.
It should be understood that the present example may be applicable to a variety of scenarios, such as the scenario of a train on a straight track as shown in fig. 2, and the scenario of a train passing a curve as shown in fig. 7.
In the embodiment, the integrity detection of the train is completed through the UWB ranging module, compared with the traditional mode of adopting wind pressure detection, the configuration is more flexible, and only configuration parameters need to be modified when carriages are increased or decreased; the real-time is higher, simple to operate, and the compatibility is good.
In order to realize the embodiment, the invention further provides a train integrity detection method.
Fig. 8 is a flowchart of a method for detecting integrity of a train according to an embodiment of the present invention, where the method is executed by an integrity detection module.
As shown in fig. 8, the integrity detection method of a train may include the following steps:
s801, controlling an Nth ultra-wideband communication module and an N +1 th ultra-wideband communication module which are arranged on different carriages of the train to communicate, wherein N is a positive integer.
Wherein, the train includes locomotive and M section carriage, and super bandwidth communication module is M +1, and wherein, the locomotive is provided with first super bandwidth communication module, and every section carriage of train all is provided with a super bandwidth communication module, and the last section carriage of train is provided with M +1 super bandwidth communication module, and M is more than or equal to N's positive integer.
M +1 ultra-bandwidth communication modules are all arranged on the axis of the train. The M +1 ultra-bandwidth communication modules are all arranged at the head of the vehicle head or the tail of the vehicle carriage.
S802, calculating the distance between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module according to the signal transmission time difference between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module.
And S803, judging the integrity of the train according to the distance between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module.
When the ultra-bandwidth communication module is arranged at the head of the train head or the head of the carriage, calculating the train length of the train according to the calculated distance between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module and the length of the last carriage of the train; or
When the ultra-bandwidth communication module is arranged at the head of the train or the tail of the carriage, the length of the train is calculated according to the calculated distance between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module and the length of the head of the train.
After the length of the train is calculated, the calculated length of the train may be compared with a preset length. The preset train length is the length of the train in a normal state and when the train is not unhooked. And when the calculated train length of the train is greater than the preset train length, determining that the train is unhooked.
In another embodiment of the present invention, as shown in fig. 9, the integrity detection method of a train may further include the following steps:
and S804, when the train is determined to be unhooked, controlling the train to stop emergently.
It should be noted that the foregoing explanation of the integrity detection system for a train is also applicable to the integrity detection method for a train in the embodiment of the present invention, and details not disclosed in the embodiment of the present invention are not repeated herein.
The integrity detection method of the train can accurately judge whether the train is unhooked and thrown, and is more flexible in configuration, convenient to install and strong in compatibility.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present invention.
The logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware that is related to instructions of a program, and the program may be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present invention may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a separate product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (11)
1. An integrity detection system for a train, comprising:
the system comprises an Nth ultra-wideband communication module and an N +1 th ultra-wideband communication module, wherein the Nth ultra-wideband communication module and the N +1 th ultra-wideband communication module are respectively arranged on different carriages of the train, and N is a positive integer;
and the integrity detection module is used for controlling the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module to communicate, calculating the distance between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module according to the signal transmission time difference between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module, and judging the integrity of the train according to the distance between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module.
2. The integrity detection system of a train according to claim 1, wherein the train comprises a head and M carriages, wherein the head is provided with a first ultra-bandwidth communication module, each carriage of the train is provided with an ultra-bandwidth communication module, the last carriage of the train is provided with an M +1 th ultra-bandwidth communication module, and M is a positive integer greater than or equal to N.
3. The integrity detection system of a train of claim 2, wherein said M +1 ultra-bandwidth communication modules are each disposed on a centerline of said train.
4. The integrity detection system of a train according to claim 2, wherein the M +1 ultra-bandwidth communication modules are all disposed at a head of the head or the car, or disposed at a tail of the head or the car.
5. The integrity detection system of a train according to claim 4, wherein when the ultra-wideband communication module is disposed at the head of the train or at the head of the car, the integrity detection module calculates the length of the train according to the calculated distance between the nth ultra-wideband communication module and the N +1 st ultra-wideband communication module and the length of the last car of the train; or
When the ultra-bandwidth communication module is arranged at the head of the train or at the tail of the carriage, the integrity detection module calculates the length of the train according to the calculated distance between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module and the length of the head of the train.
6. The integrity detection system of a train of claim 5, wherein the integrity detection module determines that the train is out of hook when the calculated train length of the train is greater than a preset train length.
7. The integrity detection system of a train of claim 6, further comprising:
and the emergency stop module is used for controlling the train to stop emergently when the integrity detection module detects that the train is unhooked.
8. A method for detecting integrity of a train is characterized by comprising the following steps:
controlling the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module to communicate;
calculating the distance between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module according to the signal transmission time difference between the Nth ultra-wideband communication module and the (N + 1) th ultra-wideband communication module;
and judging the integrity of the train according to the distance between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module.
9. The integrity detection method of a train according to claim 8, comprising:
when the ultra-bandwidth communication module is arranged at the head of the train or the head of the carriage, calculating the train length of the train according to the calculated distance between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module and the length of the last carriage of the train; or
And when the ultra-bandwidth communication module is arranged at the head of the train or the tail of the carriage, calculating the length of the train according to the calculated distance between the Nth ultra-bandwidth communication module and the (N + 1) th ultra-bandwidth communication module and the length of the head of the train.
10. The integrity detection method of a train according to claim 9, further comprising:
and when the calculated train length of the train is greater than the preset train length, determining that the train is unhooked.
11. The integrity detection method of a train according to claim 10, further comprising:
and when the train is determined to be unhooked, controlling the train to stop emergently.
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| CN201810846806.0A CN110758479A (en) | 2018-07-27 | 2018-07-27 | Integrity detection system and method for train |
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| CN201810846806.0A CN110758479A (en) | 2018-07-27 | 2018-07-27 | Integrity detection system and method for train |
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| CN114407979A (en) * | 2021-12-27 | 2022-04-29 | 卡斯柯信号有限公司 | Train integrity monitoring method, device, equipment and medium |
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