CN1710841B - Train-carried wireless self-grouped network communication and train state real-time monitoring system - Google Patents
Train-carried wireless self-grouped network communication and train state real-time monitoring system Download PDFInfo
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- CN1710841B CN1710841B CN2004100103466A CN200410010346A CN1710841B CN 1710841 B CN1710841 B CN 1710841B CN 2004100103466 A CN2004100103466 A CN 2004100103466A CN 200410010346 A CN200410010346 A CN 200410010346A CN 1710841 B CN1710841 B CN 1710841B
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Abstract
The disclosed system includes network central station in locomotive, and network junction station in each carriage. Both of the said network central station and network junction station is as front end, back end, data acquisition and execution unit and power section of equipment including digital signal processor and free space optical communication portion (FSO) of the forwarding and device control center. FSO includes optical transceivers A and B. In charge of carrying out continuous monitoring in real time for state of locomotive and carriages, data acquisition part in the data acquisition and execution unit includes wind pressure sensor, thermal axis sensor, bearing sensor, derailment detector, digital camera etc. The execution unit controls a banking locomotive to act operations accordant with main locomotive. The execution unit for carriage controls braking and releasing electropneumatic valve.
Description
(1) technical field
The present invention relates to a kind of is main based on free space optical communication (FSO) technology, and any one in additional bluetooth (Bluetooth) equipment, WiMAX USB (WUSB) equipment, IEEE802.xx equipment, infrared communication (IrDA) equipment, Wi-Fi Mesh MANET equipment, the GPRS communication module made the train-installed wireless ad hoc network communication and the train status real-time monitoring system of backup.The present invention is mainly used on the railway setting up the network communication system of Radio Link between every adjacent two car bodies of the train with mutiple-unit engine vehicle automatically, can realize train traction, braking easily and alleviate control and the real-time monitoring of full train status etc. by this network system.
(2) background technology
Known railroad train motor vehicle braking system is by locomotive crew brake activation machine, the braking system of each rail vehicle is transmitted braking force one by one by the air pipe line that links to each other with locomotive, it is all inequality that rail vehicle produces the size of the moment, power of braking force, because the train pipe fills the wind regime of wind (alleviations) and leak informaton (braking) and the mouth that leaks informaton is positioned on the locomotive, so train pipe air damping (alleviation) ripple propagation law all is according to begin behind locomotive 1,2,3 from locomotive ... carry out the transmission of active force until the end vehicle.Like this, after the instruction that the driver controls full train braking and mitigation by the brake activation machine was sent, 1 just had very big time delay (reaching tens of seconds usually) to position, an end vehicle response behind the slave, greatly reduces the braking effect of train and has prolonged braking distance.This speed of service and capacity to train traffic safety and raising train is all totally unfavorable.Simultaneously, present goods train vehicle and passenger vehicle vehicle also have a great difference, the one, non-transformer power supply on the truck vehicle, the 2nd, generally all there are not special personnel on duty on the truck vehicle, can not monitor in real time for the vehicle-state in advancing, the 3rd, the goods vehicle marshalling is mobile big, the a certain rolling stock section (except the private car) of generally fixedly not attaching troops to a unit connects and hangs the ground infrared detection that the goods train vehicle-state of starting after the marshalling can only lean on segmentation along the line to arrange and wait operating vehicle technology states such as monitoring and forecast axle temperature, flange tread damage, derailing by phased manner.So, general present stage train can not implement the synchronous braking and the alleviation of train, can not real-time continuous, dynamically the state and the forecast of vehicle respectively organized into groups in monitoring.More the vehicle important information that jeopardizes train traffic safety can not be fed back in real time the unique locomotive crew there that can in time get measure.
For addressing the above problem, the railway system of China is on the relatively-stationary omnibus train of marshalling, and the gang socket that has begun to use cable and be fixed on the vehicle two ends couples together full train, carries out assigning of control commands such as simple train braking, alleviation.The unidirectional InfoLine of this simple train has very high reliability and Information Security, but its defective is 1, does not support the exchanges data of large information capacity; 2, when locomotive connects trailer row or train and organizes into groups again, all to connect or extract cable connector manually, take that the people takes a lot of work and time-consuming; 3, plug (pin) be through repeatedly also can causing loose contact to influence communication quality after plug or the oxidation, even complete failure; 4, under most of situation, organize into groups all extremely unfixed goods train, it is almost more impossible that the method that connects by cable is set up communication.
In addition, the patent No. is that 4682144 United States Patent (USP) discloses a kind of train communication link based on wired optical fiber in 1987, though optical fiber can provide the communication link of huge volume of transmitted data, but belong to wired mode after all, add work under bad environment through plug repeatedly regularly, a large amount of dust, smog, grease may pollute optical coupling apparatus connecting pin, influence the laser propagation effect of light.Simultaneously, extremely inconvenient again to the cleaning of plug-in pin.Will greatly influence its communication efficiency and effect like this, even complete failure.
The Andrew of Canadian. Martin is in the invention that proposed in 1996, a kind of train-installed network communication method of wireless electromagnetic microwave link is provided, though it is feasible that a pair of multiplexer/demultiplexer that utilizes radio electromagnetsm to be coupled is set up the method for Radio Link communication, also exists the some shortcomings part: 1, the frequency overwhelming majority of electromagnetic microwave communication will and will pay appreciable expense to the various places radio committee application occupancy permit every year.Exempt to apply for frequency range even frequency is chosen in, because the number of users of this frequency range is too many, and density is big, all shortcomings of radio communication: disturb equally and all can not avoid such as co-channel interference, monkey chatter, multipath; 2, electromagnetic communication is owing to be that omnidirectional propagates, the sub-district coverage mode, and will to set up effective connection and remove all kinds of obstacles be suitable difficulty to any two communication apparatus concerning the occasion of assembling with a large amount of rolling stocks.3, the running information fail safe also is to be difficult to guarantee, radio intercept and perturbation technique are to realize easily relatively.And this is for railways train operation department, and the fail safe of its message transmission is again extremely important.
Free space optical communication (FSO) technology is to be estimated a kind of solid infrared laser mechanics of communication high and that re-recognize and do one's utmost to develop by communication circle at the beginning of 21 century, it is considered to the two kind main information transmission modes of 21 century all-optical network communication backbone network in using, a kind of in optical-fibre communications and free space optical communication (FSO) technology.And from development trend, the two will be united from technical standard, constitutes the full optical switching network of a new generation that is considered to optimal network state-seamless link of 21 century together.Why free space optical communication (FSO) is " virtual fiber " by person, and its main cause is: wireless form, and the characteristic of optical fiber, the reliability height, fail safe is good, strong interference immunity, communication speed potentiality (bandwidth) are the same with optical fiber.In addition, the approximate linear propagation of infrared laser light beam is adopted in the communication of solid infrared laser, concentration of energy, and general power is all very little.Can be subjected to surrounding environment or equipment not to disturb other equipment hardly, especially consider to install two adjacent ON TRAINS compartments relatively near vehicle end, the emission with reception be closely level to looking (about 1m), because close proximity, even harsh weather-thick fog that optical communication is had the greatest impact, also very little to the influence of its communication effect.The influence of environment considers that mainly train stops and operate on the field, station or wilderness that dust and the grains of sand fly upward, and automatic blowing method is eliminated its influence and got final product in the time of can utilizing train manage-style compression set generally speaking.Also can formulate cleaned at regular intervals adhesive attachment thing system according to the train operation environmental change in addition guarantees.The train radio network communication system that utilizes the free space optical communication technology to make up has high reliability and fail safe, and supports the message transmission of big data quantity, and its bandwidth that can provide has reached 2.5G under the technology at present.Both can support data, voice, real-time propagation when video has compress mode in the present circumstance, be the all-optical network system that the main train network that makes up also can be supported to be upgraded to does not have electric end-end light exchange by FSO equipment simultaneously.That is to say that no matter up or descending the data of transmitting can be transmitted without the one-level level of locomotive or vehicle handset in the train radio net, can in free space and wired optical fiber, propagate by directly full light that the efficient and the reliability of transfer of data are higher.
(3) summary of the invention
Purpose of the present invention can not realize control and the real-time detection of vehicle-state and the deficiency of forecast synchronously such as Multiple driver communications within the same train, braking, alleviation in order to overcome just on the existing goods train of growing up, utilize free space optical communication (FSO) technology, the real-time monitoring system of a kind of train-installed wireless ad hoc network communication and train status is provided.The present invention is based on the network communication platform of train-installed wireless self-networking, and realize that by this platform Multiple driver communications within the same train, train braking, alleviation instruction assign to full train system instruction, and in time full rail vehicle status information data is in time fed back to the locomotive crew by this network platform.
Purpose of the present invention can realize by following measure:
Train-installed wireless ad hoc network communication of the present invention and train status real-time monitoring system comprise the network center station that is arranged on the locomotive and are arranged on network node station on every joint vehicle; Described network center station and network node station include DSP digital processor, free space optical communication part (FSO) front equipment end and rear end, data acquisition and execution unit and the power unit as forwarding and Equipment Control center; Described free space optical communication part (FSO) front equipment end and rear end comprise optical transceiver A and optical transceiver B, adopt RS-485 or high speed USB serial ports or optical fiber to be connected between optical transceiver A and B and the DSP; Part of data acquisition in described data acquisition and the execution unit comprises the wind pressure sensor of being responsible for the real-time continuous monitoring of locomotive or vehicle-state, thermal axis sensor, bearing sensor, derailment detector, rim landing pitch damnifying detector, digital camera, the execution unit at its network center station mainly is meant the assisting vehicle main frame has given play to according to one's own job main frame information transmitted control assisting vehicle locomotive that (the train locomotive main frame is after identity is provided with by the crew with train locomotive tractive effort or the corresponding to control assembly of braking force characteristic, execution unit does not play a role), the execution unit at its network node station comprises this vehicle braked of control, the electric pneumatic valve of alleviating, this part is connected with DSP by the I/O port; Digital camera in the described data acquisition parts is connected with DSP by USB, and remainder all is connected with DSP by the A/D analog to digital converter.
Unimpeded in order to ensure communication system, the present invention is provided with additional radio communication chain circuit backup part on locomotive and every joint vehicle; Described radio communication chain circuit backup is to be formed by any one device build in bluetooth (Bluetooth) equipment, WiMAX USB (WUSB) equipment, IEEE802.xx equipment, infrared communication (IrDA) equipment, Wi-Fi Mesh MANET equipment, the GPRS communication module; Described radio communication chain circuit alternate device adopts the USB serial ports to be connected with DSP.
The bottom centre position that DSP digital processor described in the present invention, the Radio Link backup that is formed by any one structure in bluetooth (Bluetooth) equipment, WiMAX USB (WUSB) equipment, IEEE802.xx equipment, Wi-Fi Mesh MANET equipment, the GPRS communication module and power unit are installed in locomotive and every joint vehicle; Data acquisition and execution unit are installed in the collection and the control point of each signal; Free space optical communication part (FSO) front equipment end and rear end be installed in respectively hitch position, vehicle (locomotive) two ends under car body on, and guarantee that all it goes up horizontal and vertical position unanimity with respect to ground rail at every joint vehicle (locomotive).
The front-end and back-end of the Radio Link alternate device that forms by infrared communication (IrDA) device build among the present invention be installed in respectively hitch position, vehicle (locomotive) two ends under car body on, and guarantee that all it goes up horizontal and vertical position unanimity with respect to ground rail at every joint vehicle (locomotive).
More particularly, train-installed wireless ad hoc network communication of the present invention and train status real-time monitoring system utilize free space optical communication (FSO) equipment to set up network center station (title main frame) on locomotive, and dispose one simultaneously and overlap bluetooth (Bluetooth) equipment, Wireless USB (WUSB) equipment, IEEE802.xx equipment, infrared communication equipment (IrDA), Wi-Fi Mesh equipment, wherein any one such as GPRS communication module backs up as communication link, building network contact station (handset) on every joint vehicle, and dispose cover bluetooth (Bluetooth) equipment simultaneously, Wireless USB (WUSB) equipment, IEEE802.1x equipment, infrared communication equipment (IrDA), Wi-Fi Mesh equipment, any equipment wherein such as GPRS communication module back up as communication link.The wireless optical link communication system of main frame or handset all will be in energy-conservation dormancy holding state after can not receive from the cue of another FSO equipment in the set time section that is setting in advance, when train marshalling list connect to be hung the back handset when detecting train tube pressure and reaching definite value, free space optical communication link system cancellation dormancy holding state is started working and Waiting for Call.As the Network Host address sign indicating number, and handset is will be by the goods vehicle numbering of Ministry of Railways's Unified coding as its handset address code to main frame with the locomotive unit number of this locomotive.All FSO equipment all adopts on every joint vehicle (or locomotive) back-to-back and installs, the point-to-point networking mode.
The vehicle carried wireless optical-fiber network communication platform of the present invention by making up, solved on the puzzlement railway goods train of growing up for many years and can not realize a series of problems such as sync pulling, synchronous braking, alleviation synchronously, simultaneously, also greatly promoted the technical equipment of truck vehicle, make China's truck vehicle be in the situation of the utilization state work of monitoring " blind area " for a long time, thoroughly changed.Like this, not only implementing China Railway " passenger traffic at a high speed ", under the technical policy of " shipping heavy duty ", stepped a crucial substantial step, simultaneously, also with the truck vehicle under the script electroless state, be promoted to the level of IT application of full intellectualized real-time its state of monitoring.All has extremely important realistic meaning for improving goods train capacity, the speed of service, efficient and travel safety aspect.
(4) description of drawings
Fig. 1 is train network system's composition of the present invention and mounting means.
This view provided only comprise behind a locomotive and the machine one one the network form of the composition for example.
Fig. 2 is main frame on every joint locomotive among the present invention or the vehicle or handset system formation block diagram.
Fig. 3 is a wireless self-networking network configuration linear topology block diagram of the present invention.
Arrow A is represented the traffic direction of train among the figure, wherein " main-preceding ", " master-back ", " before the 1#-", " behind the 1#-", " before the 2#-", " behind the 2#-" reach " before the n#-", " behind the n#-" all represents optical transceiver.
Fig. 4 is the MANET process procedures block diagram of free space optical communication network of the present invention.
Fig. 5 is alleged FSO optical communication equipment fundamental diagram among the present invention.Wherein optical transceiver A and optical transceiver B represent two FSO equipment that communicate with one another that install the front and back end of adjacent vehicle respectively.
(5) embodiment
The present invention is further described below with reference to embodiment (accompanying drawing):
Train-installed wireless ad hoc network communication of the present invention and train status real-time monitoring system utilize known free space optical communication (FSO) equipment to set up network center station (title main frame) (and to dispose a cover simultaneously by known bluetooth (Bluetooth) equipment on locomotive, Wireless USB (WUSB) equipment, IEEE802.xx equipment, infrared communication equipment (IrDA), Wi-Fi Mesh equipment, wherein any one such as GPRS communication module backs up part as radio communication chain circuit), utilize known free space optical communication (FSO) equipment building network contact station (handset) on every joint vehicle (and to dispose a cover simultaneously simultaneously by known bluetooth (Bluetooth) equipment, Wireless USB (WUSB) equipment, IEEE802.1x equipment, infrared communication equipment (IrDA), Wi-Fi Mesh equipment, any one equipment wherein such as GPRS communication module back up part as radio communication chain circuit).
As shown in Figure 2, station (main frame) and network node station (handset) system of the alleged network center of the present invention all is made up of five parts: 1, DSP digital processor, this part both had been data processing, forwarding and the Equipment Control center of main frame or handset, also can be called a network node of train network; 2, free space optical communication part front-end and back-end refer to optical transceiver A and optical transceiver B respectively, adopt optical fiber to be connected between A and B and the DSP, also can adopt RS-485 or high speed USB serial ports to connect certainly; 3, radio communication chain circuit backup part is to constitute (described radio communication chain circuit backup part also can be any in bluetooth (Bluetooth) equipment, WiMAX USB (WUSB) equipment, IEEE802.xx equipment, Wi-Fi Mesh equipment, the GPRS communication module) by infrared communication equipment (IrDA), and described radio communication chain circuit backup part adopts the high speed USB serial ports to be connected with DSP; 4, data acquisition and execution unit, wherein part of data acquisition comprises that equipment such as wind pressure sensor, thermal axis sensor, bearing sensor, derailment detector, rim landing pitch damnifying detector, digital camera are responsible for the real-time continuous monitoring of locomotive or vehicle-state etc., the execution unit at its network center station is meant mainly that to the assisting vehicle main frame this part is connected with DSP by the I/O port according to the control assembly of one's own job main frame information transmitted control assisting vehicle locomotive traction, braking characteristic; The execution unit at its network node station comprises this vehicle braked of control, alleviates electric pneumatic valve, and this part is connected with DSP by the I/O port; Wherein each parts of data acquisition all are connected with DSP by the A/D analog to digital converter except that digital video camera, and digital camera then connects DSP by USB; 5, power unit refers to the power unit that electric power is provided for main frame or handset system works.
Shown in Fig. 1,3, DSP digital processor and power unit are installed in the bottom centre position of every joint vehicle (or locomotive); Data acquisition and execution unit are installed in the collection and the control point of each signal; Free space optical communication (FSO) equipment and front-end and back-end as the infrared communication equipment (IrDA) of Radio Link backup part be installed in respectively hitch position, vehicle (or locomotive) two ends under car body on and guarantee that all the position goes up the horizontal and vertical position unanimity of relative ground rail at every joint vehicle (or locomotive).
Radio Link among the present invention backup part also can adopt wherein any one such as cover bluetooth (Bluetooth) equipment, Wireless USB (WUSB) equipment, IEEE802.xx equipment, Wi-Fi Mesh equipment, GPRS communication module, is installed in the bottom centre position place of every joint vehicle (or locomotive) by any one Radio Link that the constitutes backup part in the said equipment.
Operation principle of the present invention is as follows:
First kind of situation, consider full train single bus traction, behind locomotive and marshalling coupling of vehicles during the communication MANET, in running order locomotive main frame is by " master-back " FSO equipment " before the 1#-" FSO equipment of 1 vehicle behind the beeper at first, 1 vehicle handset passback locomotive " is received " information behind the machine, 1 vehicle handset adds " 1 " to this machine " train marshalling list quantity register " and " grouped location register " simultaneously, " behind the 1#-" FSO equipment by 1 vehicle " before the 2#-" FSO equipment of 2 vehicles behind the beeper more then, 2 seat machines " are received " information by 1 vehicle of " before the 2#-" FSO equipment passback, 2 seat machines also add 1 with " train marshalling list quantity register " and " grouped location register ", this information is passed to 3 vehicle FSO equipment behind the machine after again ..., up to the end vehicle.End vehicle FSO equipment is owing to can not receive " receiving " information, just " train marshalling list quantity register " and " grouped location register " value with this car passes back to the locomotive main frame one by one as " train marshalling list is counted maximum " information, after main frame is received this " train marshalling list is counted maximum ", with " the train marshalling list number " in the input equipment be relatively in advance after the crew start, determine correctness, as correctly, illustrate that full train MANET finishes, and all are normal to have verified train radio ad-hoc network equipment.When data are verified when incorrect, following several situation is arranged:
1, return value n＜actual marshalling value N: return value just in time illustrates it is n position vehicle " behind the n#-" FSO equipment fault or n+1 position vehicle communication link or equipment fault behind the machine, can notify the ground staff in time to check processing.
2, return value n＞actual marshalling value N: illustrate behind the vehicle of end that with closely locating this train marshalling list outer locomotive or stoppage of vehicle in the station track, the processing method of locomotive main frame is: this train main frame is got rid of all locomotives or the vehicle above the N value from network.
Consider the Multiple driver communications within the same train situation for second kind, similar with first kind of situation, at first, as vehicle handset behind the main frame beeper of train locomotive and finish in the MANET process, when networking is connected to the cover locomotive, had both accused first network segment and finished.The cover locomotive is organized into groups vehicle simultaneously again and is done to call out and MANET work on the one hand to one's own job machine report " receiving " behind cover locomotive machine.And the like, also can conveniently finish MANET marshalling and network equipment failure detection for the Heavy Haul Freight Train of overlength Multiple driver communications within the same train.
As shown in Figure 4, after train passed through the marshalling of MANET network, to next one period of disintegrating before organizing into groups again, the network configuration of this train was formed and the control and the monitoring target of locomotive main frame are just decided.The data of transmitting in this network marshalling system are divided into two types by character: a kind of is downlink data, refer to by the locomotive main frame to the data of transmitting to all vehicles between assisting vehicle locomotive/end vehicle and assisting vehicle locomotive behind the machine, generally these data comprise networking commands data, train traction, braking, alleviation director data, timing network state self check order data etc.Another kind is a upstream data, generally refers to network and examines the result surely and reply various detection data of vehicle technology state behind data, the machine etc.
Under normal conditions, train marshalling list finish and networking success after, free space optical communication part (FSO) all be under the normal operating conditions, use light communication system transmission information, have only when optical link between two adjacent car bodies interrupts (can't hear when calling terminal light transceiver machine equipment and be judged to be optical link when responding and interrupt), the onboard wireless communication link backup incremental backup of two so adjacent car bodies starts automatically devotes oneself to work and transmits main communication link failure information to the locomotive main frame simultaneously.
Radio communication chain circuit backup (except that IrDA equipment) described in the present invention only just can start work in the operation way after the train network marshalling, free space optical communication part (FSO) equipment timer-controlled self-inspection in the train operation way, (hang such as paulin and to shut out the light or FSO equipment occurs damaging can not normal communication the time when finding between certain adjacent two car body that the contact of FSO equipment is unusual, the dsp processor of adjacent two car bodies is opened backup link equipment automatically and is devoted oneself to work, and to primary link failure between which car body and which car body behind the locomotive main frame transmitter, and standby radio communication chain circuit backs up the information of partly having devoted oneself to work; If, after a network is decided the overhaul period, the locomotive main frame is received when certain car body is beamed back contact information for " interruption " and train tube pressure value behind the machine, at this moment, should notify secondary driver to watch from a height or a distance backward immediately and whether analyze the train tube pressure value normal, to be determined to the end is that disconnected hook of car body or handset system failure take place, so that take corresponding measure.Because wireless telecommunications electromagnetic links alternate device is only enabled between two car bodies of FSO device fails, so concerning the wireless electromagnetic link backup equipment of enabling, only in the limited time period, devote oneself to work, so the probability of its suffered interference will be very low with the minute quantity alternate device.
When the infrared communication described in the present invention (IrDA) equipment is done backup, main consider is: IrDA equipment can connect in train marshalling list to be hung when finishing, and has the FSO of replacement equipment and realizes train MANET function, and ad hoc network method is the same with FSO equipment.But the shortcoming of IrDA equipment is, 1, under outdoor environment, be subjected to the interference of sunlight easily, so be not suitable for requiring stable for a long time, the communication occasion reliably of system; 2, be that the employed infraluminescence pipe of IrDA equipment is a kind of short-life device, in case after device works long hours heating, be easy to damage.
Claims (4)
1. train-installed wireless ad hoc network communication and train status real-time monitoring system is characterized in that: it comprises the network center station that is arranged on the locomotive and is arranged on network node station on every joint vehicle; Described network center station and network node station include DSP digital processor, free space optical communication part (FSO) front equipment end and rear end, data acquisition and execution unit, radio communication chain circuit backup part and the power unit as forwarding and Equipment Control center; Described free space optical communication part (FSO) front equipment end and rear end all comprise optical transceiver A and optical transceiver B, adopt optical fiber or RS-485 or high speed USB serial ports or common netting twine to be connected between optical transceiver A and B and the DSP digital processor; Part of data acquisition in described data acquisition and the execution unit comprises wind pressure sensor, thermal axis sensor, bearing sensor, derailment detector, wheel rim detector, the digital camera of being responsible for the real-time continuous monitoring of locomotive or vehicle-state; The data acquisition at described network center station, network node station comprises that with the operating part in the execution unit this vehicle braked of control all is connected with the DSP digital processor by the I/O port with alleviation electric pneumatic valve part; Described data acquisition is connected with the DSP digital processor by the high speed USB serial ports with digital camera in the execution unit, and the transducer except that digital video camera in remaining part of data acquisition all is connected with the DSP digital processor by the A/D A/D converter; Be used for train marshalling list quantity register and grouped location register in wireless self-networking process record train marshalling list quantity and every locomotive and vehicle position in train, compare by train marshalling list number that this train marshalling list quantity register is deposited and the train marshalling list number of importing in advance, thereby determine whether networking finishes.
2. train-installed wireless ad hoc network communication according to claim 1 and train status real-time monitoring system is characterized in that: be provided with additional radio communication chain circuit backup part on every joint locomotive and vehicle; Described radio communication chain circuit backup part is to be formed by any one structure in bluetooth (Bluetooth) equipment, WiMAX USB (WUSB) equipment, IEEE802.xx equipment, infrared communication (IrDA) equipment, Wi-Fi Mesh MANET equipment, the GPRS communication module; Described radio communication chain circuit backup part adopts the USB serial ports to be connected with the DSP digital processor.
3. train-installed wireless ad hoc network communication according to claim 1 and 2 and train status real-time monitoring system, it is characterized in that: with the DSP digital processor is core, the bottom centre position that radio communication chain circuit backup part that is formed by any one structure in bluetooth (Bluetooth) equipment, WiMAX USB (WUSB) equipment, IEEE802.xx equipment, Wi-Fi Mesh MANET equipment, the GPRS communication module and power unit are installed in locomotive and every joint vehicle; Data acquisition and execution unit installation site then are installed on the corresponding vehicle location according to the kind of institute's image data and the character of control signal, bind mode after wind pressure sensor in the part of data acquisition in data acquisition and the execution unit is installed the train pipe that adopts through vehicle and installed triple valve commonly used additional and draw; Thermal axis sensor directly the right rotating shaft employing paster of vehicle wheel is installed or infrared direct irradiation mode is installed; Free space optical communication part (FSO) front equipment end and rear end be installed in respectively vehicle or hitch position, locomotive two ends under car body on, and guarantee that all (FSO) front equipment end and rear end are at consistent with respect on the horizontal direction of two parallel steel rails of ground rail and the vertical direction on every joint vehicle or the locomotive.
4. train-installed wireless ad hoc network communication according to claim 2 and train status real-time monitoring system, it is characterized in that: the front-end and back-end that the Radio Link that is formed by infrared communication (IrDA) device build backs up part, be installed in respectively vehicle or hitch position, locomotive two ends under car body on, and the front-end and back-end that all guarantee the Radio Link alternate device that infrared communication (IrDA) device build forms on every joint vehicle or locomotive with respect to the horizontal direction of two parallel steel rails of ground rail and the unanimity on the vertical direction.
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| JP2003146215A (en) * | 2001-11-15 | 2003-05-21 | Hitachi Kokusai Electric Inc | Light transmission system for train |
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