CN212413433U - Intelligent information transportation supervision system for rail transit - Google Patents
Intelligent information transportation supervision system for rail transit Download PDFInfo
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- CN212413433U CN212413433U CN202022256783.3U CN202022256783U CN212413433U CN 212413433 U CN212413433 U CN 212413433U CN 202022256783 U CN202022256783 U CN 202022256783U CN 212413433 U CN212413433 U CN 212413433U
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Abstract
The utility model discloses an intelligent information-based transportation supervisory systems for track traffic, including cloud ware, signal base station, inquiry terminal, dispatch center, still include: the rail transit equipment is characterized in that a vehicle-mounted terminal and a positioning terminal are mounted on the rail car; the system comprises an alarm terminal and a control terminal, wherein the alarm terminal comprises a driver behavior alarm device and an approach alarm device and also comprises a process of automatically switching networks, and only a unique positioning signal is formed in the process; when the rail car meets a target alarm object, the automatic alarm method further comprises an automatic alarm process. The utility model has the advantages that: the local area network signal base station and the wide area network signal base station are arranged, the real-time monitoring function of the railway transportation construction process is realized, the real-time condition of a construction site is known in time, meanwhile, the alarm terminals in various forms are arranged, hidden dangers can be found and eliminated in time, and the quality of engineering transportation and the personnel safety are guaranteed.
Description
Technical Field
The utility model relates to a track traffic technical field especially relates to an intelligent information-based transportation supervisory systems for track traffic.
Background
High-speed railways have become the general trend of the development of railways in the world and become one of the strategic targets of developing transportation in countries and regions. While the construction of railway construction is going on with the heat, the construction safety problem is particularly important, and the traffic safety is more important. The railway transportation production has the characteristics of continuity, globality, dynamics, openness and all-weather operation. The characteristic of continuity requires that safety is the main requirement in the transportation production process. The global characteristic is that all links are buckled and pulled to move the whole body, so that the real-time monitoring of the transportation production process is required to be realized. With the strong promotion of the integration of the two types of information in accordance with the national policy, the supporting measures in various regions are accelerated, the construction of information-based infrastructures is accelerated, the level of the information-based infrastructure with the integration of the two types of information is obviously improved, the application of the information-based infrastructure with the integration of the two types of information in the intelligent industry of the building industry is initially developed, and the intelligent building becomes an industry development hotspot.
Satellite positioning is generally adopted in the existing industry to display the positions of vehicles and personnel, but data cannot be fed back in real time in an area which cannot be covered by a 3G/4G/5G wide area network signal, so that a large potential safety hazard exists, and particularly in railway construction, a plurality of construction sections, coming and going rail transport vehicles and individual operators which are inserted on a rail line frequently exist on the rail line. When a railway is constructed in a long-distance tunnel group area, a rail car can often run to an area which can not be covered by 3G/4G/5G wide area network signals when running, a continuous power supply is not arranged in a tunnel, data can not be transmitted back to a system, so that data in the area in a railway dispatching safety management system is blank, and great potential safety hazards exist in construction operation.
SUMMERY OF THE UTILITY MODEL
The utility model aims to overcome prior art not enough, provide an intelligent information-based transportation supervisory systems for rail transit, can realize railway transportation work progress real time monitoring function, in time know the construction site real-time conditions, can discover simultaneously that hidden danger in time eliminates, quality and personnel's safety of guarantee engineering transportation.
The purpose of the utility model is realized through the following technical scheme: an intelligent information transportation supervision system for rail transit comprises,
the cloud server is used for storing data;
the signal base station comprises a wide area network signal base station capable of receiving 3G/4G/5G wide area network signal transmission and a local area network signal base station which can not be covered by 3G/4G/5G wide area network signals, the wide area network signal base station and the local area network signal base station are arranged along the track, and the local area network signal base station is in communication connection with the server through the wide area network signal base station;
the inquiry terminal comprises a fixed terminal or a mobile terminal, and the fixed terminal or the mobile terminal is in communication connection with the cloud server through a communication network;
the dispatching center is in communication connection with the cloud server through a communication network and displays signal data of the signal base station in real time;
the intelligent information transportation supervision further comprises:
the rail transit equipment at least comprises a plurality of online rail cars, wherein the rail cars are provided with a vehicle-mounted terminal and a positioning terminal, the positioning terminal consists of a first positioning module for wide area positioning and using a 3G/4G/5G wide area network and a second positioning module for local area positioning and using a local area network which cannot be covered by 3G/4G/5G wide area network signals, the vehicle-mounted terminal comprises an industrial personal computer, a first video acquisition component, a data transmission module and a processing host with a network switching function, the first video acquisition component is used for acquiring the vehicle running conditions in the driving process of the rail cars, the industrial personal computer and the video acquisition component are respectively communicated with the processing host, the processing host is used for realizing the network switching of the 3G/4G/5G wide area network and the local area network, and the rail cars are 300-inch 500 meters outside an area which cannot be covered by the 3G/4G/5G wide area network signals The distance between the first positioning module and the second positioning module can receive 3G/4G/5G wide area network signals and local area network signals, the first positioning module for receiving the 3G/4G/5G wide area network signals and the second positioning module for receiving the local area network signals are communicated with the processing host in an alternative mode, the position information of the railcar is transmitted to the processing host, the processing host is preferentially communicated with the first positioning module, the processing host is switched to be communicated with the second positioning module when the first positioning module cannot receive the 3G/4G/5G signals, and the processing host processes the signals acquired by the first video acquisition assembly and the industrial personal computer and then transmits the processed signals to a nearby wide area network signal base station or local area network signal base station through the data transmission module; alarm terminal, alarm terminal includes driver action alarm device and proximity alarm device, driver action alarm device comprises the second video acquisition subassembly that is used for monitoring driver's action and the audio alert subassembly that is used for awaking the driver of installing at railcar inside, and the second video acquisition subassembly passes through processing host computer transmission to dispatch center with the signal of gathering, and dispatch center passes through AI visual analysis and transmits alarm signal to audio alert subassembly through processing host computer and realizes reporting to the police, proximity alarm device comprises first on-vehicle alarm module and target alarm module, and first on-vehicle alarm module installs on the railcar, wherein, target alarm module is by installing on another railcar be used for the on-vehicle proximity alarm second on-vehicle alarm module, be used for construction section regional proximity alarm's removal protection alarm module, be used for individual personnel proximity alarm's personnel protection module in one or more combination form, the first vehicle-mounted alarm module and the second alarm module are both composed of a vehicle-mounted proximity alarm host and a sensor I which are mounted on respective rail cars, the mobile protection alarm module is composed of a mobile alarm and a sensor II which are movably placed on the rail lines, the personnel protection module is composed of a protection electronic tag worn on a worker and a sensor III mounted on the protection electronic tag, a buzzer is arranged on the protection electronic tag, the sensor I, the sensor II and the sensor III can both send out omnidirectional wireless signals and receive signals sent by the other sensor, the sensor I can receive all signals sent by the sensor I, the sensor II and the sensor III can only receive the signals sent by the sensor I, the sensor I is provided with a monitoring time sequence T, and the sensor I has and can only receive the sensor I, the sensor II and the sensor III in the monitoring time sequence T, The system comprises a sensor II or a sensor III, wherein the sensor I is provided with a continuous and uninterrupted monitoring time sequence T for receiving signals sent by the sensor I, the sensor II or the sensor III in real time during the running process of the rail car, an MCU controller and an alarm are arranged in a vehicle-mounted approach alarm host, the sensor I is communicated with the MCU controller, the MCU controller triggers the alarm after receiving the signals, the sensor II triggers a mobile alarm after receiving the signals of the sensor I, the sensor III triggers a buzzer after receiving the signals of the sensor I, and the MCU controller transmits the received position signals of a target alarm module to a processing host.
The local area network signal base station adopts wireless communication.
The first positioning module is a GPS positioning module or a Beidou positioning module.
The first positioning module is installed on an on-line rail car, and the second positioning module comprises a positioning tag and an RFID reading head, wherein the positioning tag is arranged on the rail line which can not be covered by 3G/4G/5G wide area network signals, and the RFID reading head is installed on the rail car and used for reading the electronic tag.
The positioning labels are equidistantly distributed on the track edge lines which can not be covered by the 3G/4G/5G wide area network signals.
The mobile protection alarm module is at least provided with two inductors II at two ends of the construction section area, and the two inductors II are respectively used for triggering the alarm of the bidirectional coming vehicle.
The mobile alarm and the protection electronic tag are provided with independent power supplies.
The monitoring time sequence T is 1-1.5S.
The induction ranges of the inductor I, the inductor II and the inductor III are not less than 500 meters.
The intelligent information transportation supervision method for rail transit comprises the steps that when a rail car runs in a rail in a wide area network capable of receiving 3G/4G/5G wide area network signal transmission, a first positioning module receives a 3G/4G/5G wide area network signal and a processing host to realize communication, the processing host transmits the running working condition of the rail car to a cloud server through a 3G/4G/5G wide area network signal base station and displays the running working condition in real time in a dispatching center, when the rail car enters an area which cannot be covered by the 3G/4G/5G wide area network signal, the method further comprises the process of automatically switching networks, and only a unique positioning signal is formed in the process; when the rail car meets a target alarm object, the rail car further comprises an automatic alarm process, wherein the target alarm object is positioned in a wide area network area covered by the 3G/4G/5G wide area network signals or a local area network area which cannot be covered by the 3G/4G/5G wide area network signals;
the automatic switching network comprises the following steps: s101, the rail car enters a local area network area which cannot be covered by 3G/4G/5G wide area network signals from a wide area network area covered by the 3G/4G/5G wide area network signals, when the distance between the processing host and the local area network area is 10-30 meters, the processing host is communicated with a first positioning module for receiving the 3G/4G/5G wide area network signals and a second positioning module for receiving the local area network signals at the same time, and the processing host preferentially selects to be communicated with the first positioning module and transmits real-time data to a cloud server through a wide area network signal base station; s102, after the rail car enters a local area network area which cannot be covered by 3G/4G/5G wide area network signals, when the processing host loses communication with the first positioning module, the processing host automatically switches networks and communicates with the second positioning module, signal data of the second positioning module are transmitted to a wide area network signal base station through a local area network signal base station and are transmitted to a cloud server through a wide area network signal base station;
the alarm process protects the following steps: s201, a sensor I on the rail car automatically receives a signal sent by any one of a sensor I, a sensor II or a sensor III preset by a target alarm module, the sensor I can receive all signals sent by the sensor I, the sensor II and the sensor III can only receive the signal sent by the sensor I, the sensor I on the rail car feeds back the signal to an MCU (microprogrammed control unit) controller in a first monitoring time sequence T of the received signal, the MCU controller triggers an alarm after receiving the signal, a worker on the rail car carries out corresponding alarm operation to indicate that the alarm signal exists in the monitoring time sequence T, the sensor II triggers a mobile alarm after receiving the signal of the sensor I, the sensor III triggers a buzzer after receiving the signal of the sensor I, and the MCU controller transmits the received position signal of the target alarm module to a processing host, the processing host is sent to a nearby wide area network signal base station or local area network signal base station through a data transmission module;
if the staff on the rail car does not perform any operation within 5-10S after the alarm is triggered, the processing host feeds back the non-operation signal to the dispatching center, the dispatching center sends out a rail car braking signal, and the rail car performs braking processing;
if the alarm times N of the sensors I on the rail car in the same detection time sequence T are more than or equal to 2 times, the processing host feeds an alarm time signal back to the dispatching center to remind the dispatching center that the running dispatching has problems and carry out rectification and modification until the alarm times N of the sensors I in the same detection time sequence T are less than 2 times;
s202, the sensor I on the rail car automatically enters the next monitoring time sequence T, the sensor I on the rail car automatically receives a signal sent by any one of the sensor I, the sensor II or the sensor III preset by the target alarm module and repeats the process of S201, the processing host accumulates the alarm times, when the actual alarm time N1 of the rail car is larger than N2, the processing host feeds the alarm time signal back to the dispatching center to remind the dispatching center that the problem exists in the running dispatching process of the rail car and the dispatching process is modified until the actual alarm time N1 of the rail car is smaller than N2, wherein N2 is used for presetting the theoretical alarm time of the rail car in running for the dispatching center.
The utility model has the advantages that: the system is provided with a local area network signal base station and a wide area network signal base station, a processing host can automatically switch networks according to signal receiving conditions, a first positioning module for receiving 3G/4G/5G wide area network signals and a second positioning module for receiving the local area network signals are communicated with the processing host in an alternative mode and transmit position information of the rail car to the processing host, the processing host is preferentially communicated with the first positioning module, the processing host is switched with the second positioning module to realize communication when the first positioning module cannot receive the 3G/4G/5G signals, the real-time monitoring function of the railway transportation construction process is realized, the real-time condition of a construction site is known in time, and meanwhile, various types of alarm terminals are arranged and comprise a second vehicle-mounted alarm module for vehicle approach alarm, a mobile protection alarm module for construction section area approach alarm, a mobile protection alarm module for monitoring the, The personnel protection module for individual personnel approach alarm can find hidden dangers and eliminate the hidden dangers in time, and guarantees the quality of engineering transportation and personnel safety.
Drawings
Fig. 1 is a schematic structural view of the present invention;
fig. 2 is a diagram of wan transmission of the present invention;
fig. 3 is a schematic diagram of the lan transmission of the present invention;
fig. 4 is a schematic connection diagram of the first vehicle-mounted alarm module and the second vehicle-mounted alarm module when two rail vehicles meet in the approach alarm device of the present invention;
fig. 5 is a schematic connection diagram of a first vehicle-mounted alarm module and a mobile protection alarm module in the proximity alarm device of the present invention;
FIG. 6 is a schematic view of the connection between the first vehicle-mounted alarm module and the personnel protection module of the proximity alarm device of the present invention;
FIG. 7 is a schematic diagram of the approach alarm between the first vehicle-mounted alarm module and the target alarm module according to the present invention;
fig. 8 is a schematic diagram of the arrangement of the positioning tag 1 of the present invention in a tunnel;
fig. 9 is a schematic structural diagram of the present invention, in which one embodiment of the present invention implements network handover.
In the figure, 1-position the tag.
Detailed Description
The technical solution of the present invention is described in further detail below with reference to the accompanying drawings, but the scope of the present invention is not limited to the following description.
As shown in fig. 1-3, the intelligent information transportation supervision system for rail transit comprises,
the cloud server is used for storing data;
the signal base station comprises a wide area network signal base station capable of receiving 3G/4G/5G wide area network signal transmission and a local area network signal base station which can not be covered by 3G/4G/5G wide area network signals, the wide area network signal base station and the local area network signal base station are arranged along the track, and the local area network signal base station is in communication connection with the server through the wide area network signal base station;
the inquiry terminal comprises a fixed terminal or a mobile terminal, and the fixed terminal or the mobile terminal is in communication connection with the cloud server through a communication network; the inquiry terminal provides an account management function, and can reasonably distribute the conditions of system users by configuring roles and users. The role system can configure various roles such as company roles, department roles, personnel roles, and the like. Different roles have different access rights through full-line setting, and the inquiry terminals of different roles realize a blind inquiry function.
The dispatching center is in communication connection with the cloud server through a communication network and displays signal data of the signal base station in real time, the dispatching center can comprehensively manage and remotely monitor construction areas such as a track laying base and a beam yard to which a project belongs, real-time command and dispatching of locomotives, materials and personnel in a project service area can be realized, a display can realize twelve-screen display of two computers by adopting a 4K LED television splicing large-screen mode and a high-resolution computer, and dispatching personnel can better master field conditions;
the intelligent information transportation supervision further comprises:
the rail transit equipment at least comprises a plurality of online rail cars, wherein the rail cars are provided with a vehicle-mounted terminal and a positioning terminal, the positioning terminal consists of a first positioning module for wide area positioning and using a 3G/4G/5G wide area network and a second positioning module for local area positioning and using a local area network which cannot be covered by 3G/4G/5G wide area network signals, the vehicle-mounted terminal comprises an industrial personal computer, a first video acquisition component, a data transmission module and a processing host with a network switching function, the first video acquisition component is used for acquiring the vehicle running conditions in the driving process of the rail cars, the industrial personal computer and the video acquisition component are respectively communicated with the processing host, the processing host is used for realizing the network switching of the 3G/4G/5G wide area network and the local area network, and the rail cars are 300-inch 500 meters outside an area which cannot be covered by the 3G/4G/5G wide area network signals The distance between the first positioning module and the second positioning module can receive 3G/4G/5G wide area network signals and local area network signals, the first positioning module for receiving the 3G/4G/5G wide area network signals and the second positioning module for receiving the local area network signals are communicated with the processing host in an alternative mode, the position information of the railcar is transmitted to the processing host, the processing host is preferentially communicated with the first positioning module, the processing host is switched to be communicated with the second positioning module when the first positioning module cannot receive the 3G/4G/5G signals, and the processing host processes the signals acquired by the first video acquisition assembly and the industrial personal computer and then transmits the processed signals to a nearby wide area network signal base station or local area network signal base station through the data transmission module;
further, if the dispatching center and the cloud server are both arranged in an area (such as a tunnel) which can not be covered by the 3G/4G/5G wide area network signals, the rail transit equipment can be positioned only through the second positioning module in the whole process and can transmit signals through the local area network signal base station in the tunnel.
The processing host can switch the network according to the signals received by the first positioning module and the second positioning module, and switch to the existing means according to the signals, which is not described in detail herein, and those skilled in the art can refer to various automatic network switching means in the existing means. The processing host is mainly used for realizing real-time communication between signals on the rail transit equipment and a scheduling center, and meets daily work requirements, such as selecting intel racing j 1900. Preferably, the processing host can be integrated with the voltage reduction module (such as the models of DC24-DC 1210A and DC12-DC 51A), the switch (such as the model of TL-SF 1016M), the first positioning module (such as the model of D560G-InDTU), the POE module and the like into a box (namely, the integrated host), so that the field installation process is simplified, unnecessary faults caused by exposure of external wires are avoided, and the appearance is more attractive.
Alarm terminal, alarm terminal includes driver action alarm device and proximity alarm device, driver action alarm device comprises the second video acquisition subassembly that is used for monitoring driver's action and the audio alert subassembly that is used for vigilance driver of installing in railcar inside, when the second video acquisition subassembly can not detect the people's face, for the driver state of leaving the post, the suggestion: do not leave the post; the second video acquisition subassembly detects that the driver is closing eyes, for closing the eye state, the suggestion: please drive carefully; the second video acquisition subassembly detects the driver and makes a call, for making a call the state, the suggestion: please not make a call; the second video acquisition component detects yawning of the driver, and prompts for the yawning state: you are drowsy; the second video acquisition subassembly detects driver smoking, for smoking state, the suggestion: and the dispatching center can customize voice alarm information according to the actual situation.
The second video acquisition component transmits acquired signals to the dispatching center through the processing host, the dispatching center transmits alarm signals to the voice alarm component through AI visual analysis, the approach alarm device consists of a first vehicle-mounted alarm module and a target alarm module, the first vehicle-mounted alarm module is installed on a rail car, as shown in figures 4-6, the target alarm module consists of one or more of a second vehicle-mounted alarm module installed on another rail car and used for vehicle approach alarm, a mobile protection alarm module used for construction section area approach alarm and a personnel protection module used for individual personnel approach alarm, the first vehicle-mounted alarm module and the second alarm module consist of vehicle-mounted approach alarm hosts installed on respective rail cars and an inductor I, and the mobile protection alarm module consists of a mobile alarm and an inductor II which are movably placed on the rail line, the personnel protection module comprises a protection electronic tag worn on a worker and an inductor III installed on the protection electronic tag, wherein a buzzer is arranged on the protection electronic tag, the inductor I, the inductor II and the inductor III can all send out omnidirectional wireless signals and receive signals sent by the other inductor, the inductor I can receive all signals sent by the inductor I, the inductor II and the inductor III can only receive signals sent by the inductor I, the inductor I is provided with a monitoring time sequence T, the inductor I can only receive one signal sent by the inductor I, the inductor II or the inductor III and form a unique alarm signal in the monitoring time sequence T, the inductor I is provided with a continuous and uninterrupted monitoring time sequence T for receiving the inductor I, the inductor II or the inductor III in real time during the running process of the rail car, The signal that inductor II or inductor III sent, be provided with MCU controller and alarm in the on-vehicle warning host computer of being close, inductor I realizes the communication with the MCU controller, triggers the alarm after the MCU controller received the signal, and inductor II triggers the removal alarm after receiving inductor I's signal, and inductor III triggers bee calling organ after receiving inductor I's signal, the MCU controller transmits the position signal of received target alarm module to the processing host computer.
Furthermore, the mobile protection alarm module and the personnel protection module can be positioned, the positioning is carried out through 3G/4G/5G signal transmission in a wide area network, and the positioning is carried out through scanning the label in the tunnel which can not be covered by the 3G/4G/5G signal in a local area network, which is not detailed herein.
Preferably, the inductor I, the inductor II or the inductor III can adopt the same transceiver to realize signal shielding, so as to facilitate signal reception among the inductor I, the inductor II and the inductor III; the function can also be realized by using transceivers with limited functions, for example, the inductor I uses a wireless full-duplex transceiver (model: WLT2408 SZ) based on the Zigbee communication protocol, the inductor II uses a half-duplex wireless transceiver (model: WLT2408 NZ) based on the Zigbee communication protocol, the inductor III uses a half-duplex micro wireless transceiver (model: WLT 2408-a) based on the Zigbee communication protocol, the inductor I can also receive all signals sent by the inductor I, the inductor II and the inductor III, and the inductor II and the inductor III can only receive the signal sent by the inductor I, which is not described in detail herein.
The vehicle-mounted approach alarm host is arranged on the rail car, and can give an alarm as long as the host is within the effective working range of the sensor. The device is provided with a silencing button, and after a driver receives an alarm, the sound broadcasting can be stopped by pressing the silencing button. The vehicle-mounted proximity alarm host can realize flash alarm and voice alarm, the voice alarm can be self-defined, the voice alarm can be manually carried out, a front detection target can be identified, different warning alarm actions can be made for different targets such as constructors, railcars, trolleys and the like, the number of the warning actions is consistent with that of the railcars running on line, and one vehicle-mounted proximity alarm host is configured on each railcar.
The movable protection alarm is carried by field construction teams and hung on the tunnel wall of a construction area, provides acousto-optic alarm for constructors when a rail car approaches to remind the constructors of avoiding, only processes wireless signals of a vehicle-mounted approach alarm host, and automatically shields personnel protection labels and signals of other movable protection alarms. The device is provided with a battery, and can continuously maintain normal work for 6 months under a full-power state. The mobile protection alarm is provided with a mobile power supply, can give out flash alarm and voice alarm, can be defined by user, has waterproof and portable functions, and is provided with a mobile protection alarm in each construction area section.
The personnel protection tag is carried by field constructors, only processes wireless signals of the vehicle-mounted proximity alarm host, automatically shields signals of the mobile protection alarm and other personnel protection tags, and gives out buzzing sound to prompt personnel to notice avoidance when the locomotive is monitored to be close. The battery of the device can continuously maintain normal operation for 3 months. Personnel's protection label is portable, takes the vibration function, possesses power indicator and switch, and this function does not do not detailed here for prior art, and the work manual work of every filing all carries with oneself respective personnel's protection label.
As shown in fig. 7, after the power-on self-test is passed, the MCU controller (the MCU controller is an existing controller, and can be satisfied as common stm32f103.t 6) sends a control command to the sensor (Zigbee ad hoc network module), a wireless probe of the sensor sends an omnidirectional wireless signal to the outside in real time, and simultaneously monitors whether a wireless signal with the same frequency is received in an effective range of the sensor in real time, if not, the sensor enters a next monitoring timing sequence, if detecting, a signal value is returned to the controller, the controller controls the alarm to send an audible and visual alarm (a person protection tag sends a buzz), and after receiving the alarm on site, the controller can take corresponding measures (the rail car driver slows down or stops, and the field person gets back in advance). The rail car adopts GPS and RFID to position the locomotive. And a GSP module arranged in the vehicle-mounted all-in-one machine on the large iron transmits the real-time position of the locomotive to a system through a 4G network, and displays the real-time position on a virtual map. In the subway project, because GPS signals do not exist in the tunnel, RFID electronic tags are deployed in the whole course at equal intervals, a tag reader-writer is installed on a locomotive, different tags are read along with movement of a vehicle body to obtain positions and calculate the speed per hour, when a railway is constructed in a long-distance tunnel group area, a continuous power supply does not exist in the tunnel, data cannot be transmitted back to a system, and data of the section is blank. Zigbee wireless base stations are equidistantly arranged in a long-distance tunnel, tunnel signal coverage and positioning label arrangement are completed by matching with a 4G/2G communication gateway at a tunnel outlet through base station ad hoc network cascade, the positions of the advancing vehicles can be calibrated in real time by accessing the equidistant base stations, the time of passing two or more continuous base stations is calculated, the average speed of the vehicles is obtained, and overspeed monitoring is realized.
The alarm distance can be divided into three levels according to the distance set by a user, and when the distance between the two rail cars is close to each other but is still at a safer distance (300 + 500 meters), a red LED alarm lamp on the equipment can start to flash to remind the rail car driver of paying attention to deceleration. When the distance between the railcars becomes smaller gradually (150 + 250 meters), and the railcars begin to enter a dangerous area, the equipment can send out an alarm sound, and at the moment, the driver of the railcars needs to press a silencing button to indicate that the alarming information is known, and the railcars stop to check to confirm whether the front is safe or not. If the driver of the rail car does not press the silencing button and the rail cars are continuously close to each other (50-150 meters), the red LED alarm lamp on the equipment continuously flickers and gives an alarm sound at the moment, and a braking instruction of the rail car is automatically sent (the rail car is required to be provided with automatic braking equipment). The local area network signal base station adopts wireless communication. When a vehicle runs in a non-tunnel region, data are uploaded to a central server through the 4G module, the vehicle is automatically accessed to a portal MESH base station wireless network when approaching a tunnel (about 500 meters), the vehicle-mounted equipment monitors the signal value of the wireless network after accessing the wireless network, if the signal value is greater than-70 dB in 10 seconds, the signal-to-noise ratio is greater than 30dB (the absolute value of the signal field intensity value of a wireless transmission link is smaller, and when the signal value is-75 dBm, the rate of MCS7-HT20 (130 Mbps) can be still negotiated, the smooth of the link is ensured, the signal quality is greater than-70 dBi, and the signal-to-noise ratio is greater than 15dB, so that good WiFi internet experience can be obtained), and the data are switched to the wireless network for. Priority: WIFI is greater than 4G, seamless switching can be realized between the base station at the entrance to the cave and the base station in the cave, the judgment mechanism of the WIFI wireless communication system lies in the strength of wireless signals and signal-to-noise ratio (the signal quality is greater than-70 dBi, and the signal-to-noise ratio is greater than 15dB, so that good WiFi internet experience can be obtained), the vehicle-mounted equipment can compare the strength of different signal sources in real time, and the WIFI wireless communication system is switched to the base station with strong signals under the condition of no back.
The first positioning module is a GPS positioning module or a Beidou positioning module.
The first positioning module is installed on an on-line rail car, and the second positioning module comprises a positioning tag 1 arranged on a rail line which can not be covered by a 3G/4G/5G wide area network signal and an RFID reading head installed on the rail car and used for reading the positioning tag 1. When the RFID reading head works, the card reader transmits a radio frequency signal through an antenna of the card reader and forms an effective coverage area. When the positioning tag 1 appears in an area which can be identified by a card reader signal, the electronic tag is activated, coding information carried by the electronic tag is transmitted to the card reader by the antenna module, the card reader receives an electromagnetic carrier signal through the antenna module and transmits the carrier signal to a read-write module of the card reader, and the signal is modulated and demodulated and then effective information is transmitted to a background server system for further relevant processing (conversion between the card reader coding and a tunnel DK value); the processing host determines the validity of the positioning tag 1 and issues an instruction to execute the relevant action according to the preset. Specifically, a passive positioning tag 1 can be arranged on the side wall of the tunnel supporting sub-surface every 25 m, a card reader is arranged on the locomotive and faces the position of the positioning tag 1, the card reader scans the tags one by one along with the forward movement of the locomotive, the codes are read and then transmitted to a background server, the codes and DK values are converted in a system to obtain the real-time position of the locomotive, and the locomotive is dynamically displayed in a virtual map.
As shown in FIG. 8, the positioning tags 1 are equidistantly distributed on the track edge which can not be covered by the 3G/4G/5G WAN signals.
The mobile protection alarm module is at least provided with two inductors II at two ends of the construction section area, and the two inductors II are respectively used for triggering the alarm of the bidirectional coming vehicle.
The mobile alarm and the protection electronic tag are provided with independent power supplies.
The monitoring time sequence T is 1-1.5S.
The induction ranges of the inductor I, the inductor II and the inductor III are not less than 500 meters.
The intelligent information transportation supervision method for rail transit comprises the steps that when a rail car runs in a rail in a wide area network capable of receiving 3G/4G/5G wide area network signal transmission, a first positioning module receives a 3G/4G/5G wide area network signal and a processing host to realize communication, the processing host transmits the running working condition of the rail car to a cloud server through a 3G/4G/5G wide area network signal base station and displays the running working condition in real time in a dispatching center, when the rail car enters an area which cannot be covered by the 3G/4G/5G wide area network signal, the method further comprises the process of automatically switching networks, and only a unique positioning signal is formed in the process; when the rail car meets a target alarm object, the rail car further comprises an automatic alarm process, wherein the target alarm object is positioned in a wide area network area covered by the 3G/4G/5G wide area network signals or a local area network area which cannot be covered by the 3G/4G/5G wide area network signals;
the automatic switching network comprises the following steps: s101, the rail car enters a local area network area which cannot be covered by 3G/4G/5G wide area network signals from a wide area network area covered by the 3G/4G/5G wide area network signals, when the distance between the processing host and the local area network area is 10-30 meters, the processing host is communicated with a first positioning module for receiving the 3G/4G/5G wide area network signals and a second positioning module for receiving the local area network signals at the same time, and the processing host preferentially selects to be communicated with the first positioning module and transmits real-time data to a cloud server through a wide area network signal base station; s102, after the rail car enters a local area network area which cannot be covered by 3G/4G/5G wide area network signals, when the processing host loses communication with the first positioning module, the processing host automatically switches networks and communicates with the second positioning module, signal data of the second positioning module are transmitted to a wide area network signal base station through a local area network signal base station and are transmitted to a cloud server through a wide area network signal base station; specifically, as shown in fig. 9, the rail transit device is an eastern 4 rail car, and wireless bridges are arranged in front of and behind the rail car, and the network switching can be realized through the following operations: a multi-WAN-port router is installed on a railway vehicle, signals of a vehicle-mounted 4G router and signals of a tunnel port 4G router are simultaneously accessed to the router, internet access service is provided for the whole vehicle, and meanwhile, conflict between two networks is avoided; meanwhile, a set of solar power supply system is respectively installed at the entrance and the exit of the tunnel, the power supply voltage is 24V, the power supply system mainly provides power for network equipment inside and outside the tunnel, and the problem that no power supply exists inside and outside the tunnel is solved because the power supply redundancy time is designed to be about 3 days considering that the places where the projects are located are coastal cities in south and extreme conditions such as continuous rainy weather are more. And a 4G router is installed at the tunnel entrance to receive the 4G network of an operator, and considering that the tunnel area is between the mountains and the 4G network coverage is uneven, equipment which can be externally connected with a gain antenna is specially selected to provide a stable network environment for the equipment in the tunnel. And then installing a wireless communication base station at a position about 50 meters away from the tunnel opening, introducing a network and a power supply into the communication base station through a wire and a power line, and providing a power supply and network conditions for the work of the wireless communication base station in the tunnel. The vehicle end is provided with the wireless receiving device, after a vehicle enters the tunnel, the signal received by the vehicle-mounted 4G router disappears originally, and the vehicle-mounted wireless device automatically searches for a connectable network signal, so that networking is completed.
Therefore, the vehicle-mounted real-time video image can be clearly and smoothly viewed (the definition is not lower than 720P, and the image display speed can reach 25 frames/second); the information such as the speed, the position and the like of the locomotive can be transmitted to a dispatching command center in real time through a network; the dispatching command center can be in voice contact with locomotive drivers in real time through the whole internet interphone; the dispatcher can know the running state condition of each vehicle in the tunnel at any time through a large screen of the command center; the video image storage system has the functions of monitoring, recording, replaying, transmitting and backing up, and the video image shot on site can be stored.
Therefore, the installation and construction are convenient by the method: by using the wireless network, the workload of network wiring and the damage of heavy vehicles to wired cables on construction sites are avoided or reduced, original environmental facilities are not damaged, and the wireless network has the characteristics of short construction period and high cost performance; fast coverage can also be achieved: the wireless network system has the greatest advantage of being capable of realizing fast coverage. A point-to-multipoint wireless communication mode is adopted, and a broadband wireless access network system between points can be established generally only by installing one or more wireless central station devices; and has the characteristics of strong expansibility: when the tunnel is longer, network coverage can be completed only by increasing or decreasing the wireless devices of the monitored point without carrying out large-area network reconstruction.
The alarm process protects the following steps: s201, a sensor I on the rail car automatically receives a signal sent by any one of a sensor I, a sensor II or a sensor III preset by a target alarm module, the sensor I can receive all signals sent by the sensor I, the sensor II and the sensor III can only receive the signal sent by the sensor I, the sensor I on the rail car feeds back the signal to an MCU (microprogrammed control unit) controller in a first monitoring time sequence T of the received signal, the MCU controller triggers an alarm after receiving the signal, a worker on the rail car carries out corresponding alarm operation to indicate that the alarm signal exists in the monitoring time sequence T, the sensor II triggers a mobile alarm after receiving the signal of the sensor I, the sensor III triggers a buzzer after receiving the signal of the sensor I, and the MCU controller transmits the received position signal of the target alarm module to a processing host, the processing host is sent to a nearby wide area network signal base station or local area network signal base station through a data transmission module;
if the staff on the rail car does not perform any operation within 5-10S after the alarm is triggered, the processing host feeds back the non-operation signal to the dispatching center, the dispatching center sends out a rail car braking signal, and the rail car performs braking processing;
if the alarm times N of the sensors I on the rail car in the same detection time sequence T are more than or equal to 2 times, the processing host feeds an alarm time signal back to the dispatching center to remind the dispatching center that the running dispatching has problems and carry out rectification and modification until the alarm times N of the sensors I in the same detection time sequence T are less than 2 times;
s202, the sensor I on the rail car automatically enters the next monitoring time sequence T, the sensor I on the rail car automatically receives a signal sent by any one of the sensor I, the sensor II or the sensor III preset by the target alarm module and repeats the process of S201, the processing host accumulates the alarm times, when the actual alarm time N1 of the rail car is larger than N2, the processing host feeds the alarm time signal back to the dispatching center to remind the dispatching center that the problem exists in the running dispatching process of the rail car and the dispatching process is modified until the actual alarm time N1 of the rail car is smaller than N2, wherein N2 is used for presetting the theoretical alarm time of the rail car in running for the dispatching center.
In addition, another important link of driving safety is to control the speed, the system can flexibly set the highest speed per hour of each section, different speed limits can be set for different vehicles, and when the vehicle runs at an overspeed, the vehicle-mounted terminal and the dispatching room can simultaneously give an alarm. In order to ensure that the vehicle runs at the safe speed per hour as far as possible, an overspeed early warning mechanism is specially set (the overspeed early warning value is set to be 80% of the highest speed per hour), and when the speed per hour of the vehicle exceeds the overspeed early warning value, the vehicle-mounted terminal can give out early warning sound to remind a driver of slowing down and slowly running. Overspeed alarms are prior art and will not be described in detail herein.
According to the scheme, industrial grade and telecommunication grade products are selected, adaptability transformation is carried out on the rail transit construction environment, and the rail transit construction system has reliability and strong adaptability. (the input voltage range of the vehicle-mounted terminal direct current 110V-to-24V switching power supply reaches 72-144V; outdoor installation equipment provides protection levels above IP55, and wind, sand, rain and cold and heat are not feared). The equipment can be repeatedly used, and after one project is finished, the disassembled equipment can be rapidly deployed to other projects, so that the investment of users is protected. And simultaneously, adopting a multiple protection mechanism: the approach alarm, the overspeed alarm and the potential safety hazard are used as core applications of the system and have multiple protection mechanisms; the approaching alarm congestion [ on-net ] and the approaching alarm congestion [ off-net ] can be realized; an overspeed early warning function is added in overspeed warning, the problem of data transmission of long-distance tunnel groups is solved, and the functions of locomotive positioning and overspeed warning are realized in order to overcome the geographical environment; potential safety hazards are reported and a reward mechanism is attached to encourage constructors to participate in safety supervision, and safety production personnel participate. These mechanisms are ultimately better at protecting the drive for the project.
The foregoing is illustrative of the preferred embodiments of the present invention, and it is to be understood that the invention is not limited to the precise forms disclosed herein, and that various other combinations, modifications, and environments may be resorted to, falling within the scope of the invention as defined by the appended claims. But that modifications and variations may be effected by those skilled in the art without departing from the spirit and scope of the invention, which is to be limited only by the claims appended hereto.
Claims (9)
1. An intelligent information transportation supervision system for rail transit comprises,
the cloud server is used for storing data;
the signal base station comprises a wide area network signal base station capable of receiving 3G/4G/5G wide area network signal transmission and a local area network signal base station which can not be covered by 3G/4G/5G wide area network signals, the wide area network signal base station and the local area network signal base station are arranged along the track, and the local area network signal base station is in communication connection with the server through the wide area network signal base station;
the inquiry terminal comprises a fixed terminal or a mobile terminal, and the fixed terminal or the mobile terminal is in communication connection with the cloud server through a communication network;
the dispatching center is in communication connection with the cloud server through a communication network and displays signal data of the signal base station in real time;
its characterized in that, intelligent information transportation supervision still includes:
the rail transit equipment at least comprises a plurality of online rail cars, wherein the rail cars are provided with a vehicle-mounted terminal and a positioning terminal, the positioning terminal consists of a first positioning module for wide area positioning and using a 3G/4G/5G wide area network and a second positioning module for local area positioning and using a local area network which cannot be covered by 3G/4G/5G wide area network signals, the vehicle-mounted terminal comprises an industrial personal computer, a first video acquisition component, a data transmission module and a processing host, the first video acquisition component is used for acquiring the vehicle running condition in the rail car running process, the industrial personal computer and the video acquisition component are respectively communicated with the processing host, the processing host realizes the network switching of the 3G/4G/5G wide area network and the local area network, and the rail cars can receive a distance of 300 plus 500 meters outside the area which cannot be covered by the 3G/4G/5G wide area network signals The 3G/4G/5G wide area network signal can also receive a local area network signal, a first positioning module for receiving the 3G/4G/5G wide area network signal and a second positioning module for receiving the local area network signal are communicated with the processing host in an alternative mode and transmit the position information of the rail car to the processing host, the processing host is preferentially communicated with the first positioning module, the processing host is switched to be communicated with the second positioning module when the first positioning module cannot receive the 3G/4G/5G signal, and the processing host processes the signals acquired from the first video acquisition assembly and the industrial personal computer and then transmits the processed signals to a nearby wide area network signal base station or a local area network signal base station through the data transmission module;
alarm terminal, alarm terminal includes driver action alarm device and proximity alarm device, driver action alarm device comprises the second video acquisition subassembly that is used for monitoring driver's action and the audio alert subassembly that is used for awaking the driver of installing at railcar inside, and the second video acquisition subassembly passes through processing host computer transmission to dispatch center with the signal of gathering, and dispatch center passes through AI visual analysis and transmits alarm signal to audio alert subassembly through processing host computer and realizes reporting to the police, proximity alarm device comprises first on-vehicle alarm module and target alarm module, and first on-vehicle alarm module installs on the railcar, wherein, target alarm module is by installing on another railcar be used for the on-vehicle proximity alarm second on-vehicle alarm module, be used for construction section regional proximity alarm's removal protection alarm module, be used for individual personnel proximity alarm's personnel protection module in one or more combination form, the first vehicle-mounted alarm module and the second alarm module are both composed of a vehicle-mounted proximity alarm host and a sensor I which are mounted on respective rail cars, the mobile protection alarm module is composed of a mobile alarm and a sensor II which are movably placed on the rail lines, the personnel protection module is composed of a protection electronic tag worn on a worker and a sensor III mounted on the protection electronic tag, a buzzer is arranged on the protection electronic tag, the sensor I, the sensor II and the sensor III can both send out omnidirectional wireless signals and receive signals sent by the other sensor, the sensor I can receive all signals sent by the sensor I, the sensor II and the sensor III can only receive the signals sent by the sensor I, the sensor I is provided with a monitoring time sequence T, and the sensor I has and can only receive the sensor I, the sensor II and the sensor III in the monitoring time sequence T, The system comprises a sensor II or a sensor III, wherein the sensor I is provided with a continuous and uninterrupted monitoring time sequence T for receiving signals sent by the sensor I, the sensor II or the sensor III in real time during the running process of the rail car, an MCU controller and an alarm are arranged in a vehicle-mounted approach alarm host, the sensor I is communicated with the MCU controller, the MCU controller triggers the alarm after receiving the signals, the sensor II triggers a mobile alarm after receiving the signals of the sensor I, the sensor III triggers a buzzer after receiving the signals of the sensor I, and the MCU controller transmits the received position signals of a target alarm module to a processing host.
2. The system according to claim 1, wherein the signal base station of the local area network is in wireless communication.
3. The intelligent information-based transportation supervision system for rail transit of claim 1, wherein the first positioning module is a GPS positioning module or a beidou positioning module.
4. The intelligent informatization transportation supervision system for rail transit as claimed in claim 1, characterized in that the first positioning module is installed on the online rail car, and the second positioning module comprises a positioning tag (1) arranged along the rail which can not be covered by 3G/4G/5G wide area network signals and an RFID read head installed on the rail car for reading the electronic tag.
5. The intelligent information-based transportation supervision system for rail transit according to claim 4, characterized in that the positioning tags (1) are equidistantly distributed on the track edge which can not be covered by 3G/4G/5G WAN signals.
6. The intelligent information transportation supervision system for rail transit of claim 1, wherein two sensors II are provided at least at two ends of the construction section area in the mobile protection alarm module, and the two sensors II are respectively used for triggering an alarm of a bidirectional vehicle.
7. The intelligent information-based transportation supervision system for rail transit according to claim 1, wherein independent power supplies are arranged and configured on the mobile alarm and the protection electronic tag.
8. The intelligent information-based transportation supervision system for rail transit according to claim 1, wherein the monitoring time sequence T is 1-1.5S.
9. The system according to claim 1, wherein the sensing ranges of sensor I, sensor II and sensor III are not less than 500 m.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112087736A (en) * | 2020-10-12 | 2020-12-15 | 中铁三局集团线桥工程有限公司 | Intelligent information transportation supervision system and method for rail transit |
| CN114448773A (en) * | 2022-01-19 | 2022-05-06 | 江苏太湖慧云数据系统有限公司 | Intelligent scheduling method for cloud computing data center resources |
| WO2023147913A1 (en) * | 2022-02-01 | 2023-08-10 | Siemens Mobility GmbH | Method for route mapping |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114286020A (en) * | 2021-12-24 | 2022-04-05 | 云南昆钢电子信息科技有限公司 | Automatic switching system and method for rail transportation monitoring videos of underground mine |
| CN114545901A (en) * | 2022-02-21 | 2022-05-27 | 华侨大学 | Electric engineering machinery intelligent device based on cloud platform and system thereof |
| CN114523999A (en) * | 2022-03-10 | 2022-05-24 | 新疆子畅软件有限公司 | Safety protection monitoring management system for railway business line construction |
| CN114844518B (en) * | 2022-04-14 | 2023-09-26 | 北京华元智通科技有限公司 | Cross-station communication equipment for rail transit |
| CN115257875A (en) * | 2022-08-08 | 2022-11-01 | 南京昶达新材料技术有限公司 | Train station entering and exiting alarm device based on wireless transmission |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112087736A (en) * | 2020-10-12 | 2020-12-15 | 中铁三局集团线桥工程有限公司 | Intelligent information transportation supervision system and method for rail transit |
| CN114448773A (en) * | 2022-01-19 | 2022-05-06 | 江苏太湖慧云数据系统有限公司 | Intelligent scheduling method for cloud computing data center resources |
| WO2023147913A1 (en) * | 2022-02-01 | 2023-08-10 | Siemens Mobility GmbH | Method for route mapping |
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