EP2765053A2 - Schienenzugdiagnosesystem - Google Patents

Schienenzugdiagnosesystem Download PDF

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Publication number
EP2765053A2
EP2765053A2 EP14154105.2A EP14154105A EP2765053A2 EP 2765053 A2 EP2765053 A2 EP 2765053A2 EP 14154105 A EP14154105 A EP 14154105A EP 2765053 A2 EP2765053 A2 EP 2765053A2
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EP
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Prior art keywords
data
train
channel
received
server
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EP14154105.2A
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English (en)
French (fr)
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EP2765053A3 (de
EP2765053B1 (de
EP2765053B8 (de
Inventor
Karl O'CONNELL
Marcus O'connell
Paul LOWRY
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Trimble Technologies Ireland Ltd
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Insight Design Services Ltd
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Publication of EP2765053B1 publication Critical patent/EP2765053B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance

Definitions

  • the invention relates to monitoring of passenger or goods rail trains.
  • US2010260094 (Siemens) describes an approach to avoiding hand-offs for mobile communication for safety-critical applications.
  • access points have transceivers communicating with a mobile node in a train.
  • WO2009030659 (Siemens) describes dynamic address management techniques
  • WO2008015148 (Siemens) describes balancing of load across secure and non-secure computers.
  • US2003/0214417 (Peltz et al ) describes an intelligent communications command and control system for a land-based vehicle. This specification describes use of an additional communication scheme for locomotive command data for use if the quality of a first scheme is not satisfactory.
  • a monitor senses parameters indicative of quality on the first scheme, and a processor selects a second scheme if quality is unsatisfactory on the first scheme.
  • the invention is directed towards providing improved collection and processing of diagnostics data from moving trains.
  • the invention provides a train diagnostics system comprising: an on-board control unit linked by a local area network to interfaces to train systems and sensors, a wireless interface for transmission of diagnostics data from the on-board control unit; and a ground-based server adapted to receive said diagnostics data and process it to generate diagnostic reports.
  • the wireless interface may be adapted to transmit the diagnostics data in a plurality of channels, including at least:
  • the wireless interface may optimise data transmission without need to select and switch to alternative communication schemes. For example, if travelling through a tunnel, there is automatic use of the backfill channel and immediate re-use of the maintained live channel upon exit.
  • the wireless interface is adapted to execute a separate software processes for each of said real time and backfill channels.
  • the real time channel process is adapted to automatically hand over to the backfill channel process a message for which a positive acknowledgement has not been received when transmitted on the live channel.
  • the wireless interface is adapted to automatically assign data to the backfill channel if wireless communication is not available in real time.
  • the on-board control unit is adapted to manage transmissions on the backfill channel with repeated attempts in a non-cyclic manner, in which:
  • the server controls the back-fill channel to abort a back-fill message is a second negative acknowledgement is received.
  • the wireless interface is adapted to send a heartbeat message to the server at periodic intervals.
  • the on-board control unit is adapted to maintain in memory the current state of each of a plurality of the train signals being monitored, and to compare new data received in a signal with the current known state for each of the signals, and wherein the on-board control unit is adapted to transmit new data if the state has changed for one or more of the signals.
  • control unit is adapted to combine new train sensor data with previously-received data, and to time stamp and location stamp the combined data.
  • the server is adapted to raise an alert if invalid data is received, said alert indicating that there may be a fault with the on-train system or sensor being monitored.
  • the server includes an event processing engine for maintaining a live session for each train or carriage, and for maintaining a current state for each session.
  • the event processing engine is adapted to monitor received signals from the on-board control unit and to determine a latest known state of each of the parameters being monitored, and to perform data processing to evaluate performance of the on-board train sensors and systems.
  • the event processing engine is adapted to maintain in memory not only the latest known state for each parameter, but also previously known states for a period of time defining a session.
  • the event processing engine is adapted to, when a new event is received from the on-board control unit, update memory with the new parameter event values and to discard the oldest events if they are older than the defined session time.
  • the server is adapted to perform analysis of the backfill data in any one of a plurality of configured mechanism, including:
  • the event processing engine is adapted to, when analysing the backfill data, include both the data that was received live on the real time channel and also delayed data on the backfill channel, to ensure that the most complete data available from the train is included in the analysis.
  • the event processing engine is adapted to perform analysis of event data over rolling windows of time.
  • the event processing engine is adapted to assign to a channel an unknown state until a first event is received, setting the channel to the state of the event received, and to leave the channel in that state until a second event is received, when the channel adopts the state of the second event.
  • the event processing engine is adapted to apply a time window during which the state of the channel may be changed.
  • the server is adapted to maintain a live session for each train that is transmitting data.
  • the server is adapted to maintain a sliding window of all of the channel values over a configurable period of time, and to evaluate a value for a channel over this window of time.
  • the value is a derived value.
  • the derived value is an average value or a rate of change.
  • the server is adapted to analyse received diagnostics data in a method which includes comparison of the data with data from other sources.
  • the server is adapted to analyse diagnostics data in a method including comparing the data with equivalent data from another on-board control unit of a train on a comparable run or of another carriage of the same train and having an engine.
  • the server is adapted to compare diagnostics data from a speed sensor with derived speed determined from satellite positioning system data.
  • the server is adapted to monitor engine or motor speed and to derive an indication of abnormal wheel wear leading to abnormal wheel diameter.
  • the server is adapted to monitor wheelset traction motors which are powered from the same source inverter by monitoring wheelset rotation speed differences to determine if excessive strain is likely to be put on the traction motor.
  • a diagnostics system 1 of the invention comprises a control unit 2 on a train and, on ground, a server 3 with applications 4, interfaces 5 to third party applications, and a database 6.
  • the on-board control unit 2 comprises a controller 10, a communications gateway 11, a GPS interface 12, data interfaces 13, and local data storage 14.
  • the gateway 11 includes a wireless interface adapted to transmit diagnostics data in a plurality of channels for reception by the server 3. These transmissions include at least a live data channel and also a back-fill data channel for data not successfully transmitted in real time.
  • the communications gateway 11 communicates locally with the on-train communications module 12, in this embodiment including a 3G or GPRS cellular modem for data transfer. In other embodiments it may additionally or alternatively include a WiFi interface.
  • the GPS interface 12 receives real time geographic location of the train.
  • the data interfaces module 13 provides a mechanism to retrieve diagnostic data from the on-train systems.
  • the controller 10 receives the diagnostics data from each of the data interfaces 13 and correlates this data to provide a consolidated view of all of the train data.
  • each record of data is stamped with the GPS position of the train (received from the GPS module in the interface 12) at that point in time.
  • the control unit's local storage module 14 buffers the diagnostics data on-train. In this embodiment, this is implemented through persistent storage including a solid state drive (SSD) module. As on-train systems are typically powered on/off at frequent and unscheduled times - due to the presence of auto-shutdown systems on trains for fuel saving, the local data storage unit 14 maintains the data in the event of power loss.
  • SSD solid state drive
  • control unit 2 is linked by an EthernetTM LAN 30 to:
  • the control unit 2 interfaces with the on-train systems 34 and sensors 32 using the Ethernet LAN 30.
  • the data exchange protocol over the LAN 30 is specific to the on-train equipment but in some embodiments involves the transfer of live diagnostics information over TCP or UDP
  • the serial link (RS-232 / RS-485) 33 provides interfaces with the on-train system 34 if there is an existing serial port on the on-train system.
  • the protocol for the data transmission over the serial link is specific to the train system.
  • the RS232 port on the on-train system 34 being monitored is located some distance from the control unit 2. This distance may exceed the distances supported by the standards.
  • a serial-EthernetTM converter may be utilised to convert the serial link to EthernetTM.
  • the control unit 2 interfaces with the device over EthernetTM using Virtual COM drivers installed on the control unit's data interfaces 13.
  • DAU data acquisition unit
  • the DAU 31 monitors the signal values on existing train control wires (for example, from the brake control lever in the cab), or the value of analogue signals (such as air pressures or voltages) through the use of sensors or transducers.
  • the DAU 31 is required where individual components on the train need to be monitored directly through the use of sensors as a data interface is not available to provide diagnostics data.
  • the DAU 31 provides a number of inputs and supports a combination of digital or analogue inputs. It scans each of the digital or analogue inputs at a pre-defined frequency, for example every 100 ms, and reads the value of the inputs at that time. The data that is read by the DAU 31 from each of these inputs is then transmitted back to the control unit 2 over the on-train Ethernet connection 30.
  • the server 3 has the following software function applications:
  • the user application provides a Web application front-end display of the data for application users, with computers or mobile devices.
  • the user application component 51 provides alerts and notifications, both within the application and also via email, of high priority faults that may occur on a vehicle.
  • This provides the off-train part of the communications between the train control unit 2 and the server 3. It receives the data from each of the vehicles in the fleet, and is responsible for the acknowledgement and resending of the live and backfill data.
  • the Event Processing (EP) Engine 53 analyses all of the diagnostics data from each vehicle as it is received live from each vehicle.
  • the EP engine 53 is responsible for identifying pre-defined scenarios or conditions in the diagnostics data including data indicating that a train system has failed or is about to fail.
  • the EP engine 53 applies a series or set of user define(able) algorithms. These algorithms identify trends, scenarios and conditions in the diagnostic data as the data is received. These scenarios and conditions are used by the EP engine 53 to determine faults or the potential likelyhood of a fault occurrence.
  • This provides persistent storage of the diagnostics data to a relational database, for later retrieval and analysis.
  • the interfaces 31, 33, and 35 are linked with train components or systems to retrieve live diagnostics data, including: brakes, doors, train management, engine management, safety event recorders, HVAC, passenger information system, custom sensors.
  • the on-train control unit 2 correlates all of the data to create a consolidated live view of the status of the entire train.
  • the control unit 2 receives data inputs from a number of different existing train systems 32 and 34. This data contains diagnostic information related to the source system that is being monitored and contains the current reading of each of the signals from that system. When new data is received from a system 32 or 34, the control unit 2 combines this with the latest data from each of the other systems. This combined data from all of the systems is then time-stamped and GPS-stamped with the location of the train when the data was read.
  • analysis of the diagnostics data from an individual component in isolation does not provide an indication of a degradation or failure of that component.
  • identification of a failure of a system requires comparison of the data from multiple systems, at the same point in time, in order for that failure, or potential failure, to be identified.
  • a speed probe is used to provide the train speed to the train management system.
  • the speed probe may fail or become damaged, providing inaccurate speed readings, and this is not easily detected through an analysis of the train management system data.
  • a discrepancy between the two different signal sources typically indicates a problem with the inputs to the train management system.
  • each vehicle will have a separate engine fitted.
  • An examination of the diagnostics data and running performance data from each engine in isolation will not always identify a potential failure.
  • the operating characteristics i.e., RPM, fuel usage, and so on
  • a comparison of diagnostics data from all of the trains in a fleet may indicate a failure with a system on one of the trains in the fleet. Comparing the diagnostics data from two or more trains that are carrying out the same passenger journey on the same route may highlight one train that has significantly higher energy or fuel usage, which is indicative of a problem with the performance of that individual train.
  • each wheelset is powered by its own traction motor, but for the traction motors all to be powered from the same source inverter. Therefore, it is essential that the wheelsets rotate at the same speed, otherwise excessive strain is put on the traction motor, causing a failure of that component. Over time, wheelsets may wear at different rates, causing a size differential between the different wheelsets. In this scenario, the rotation speeds of each the wheelsets are monitored by the system and compared to identify differences in rotation speed, which may lead to a failure.
  • This data is then enhanced with additional external data on the off-train servers 3 from third party systems including for example a fleet allocation system, a timetabling system, and a maintenance management system, to provide an overall view of the fleet status.
  • third party systems including for example a fleet allocation system, a timetabling system, and a maintenance management system, to provide an overall view of the fleet status.
  • the server 3 generates outputs including:
  • the on-board control unit 2 is responsible for collecting diagnostics data from the on-train systems and transferring that data to the off-train server 3 over a remote wireless link such as GPRS, 3G, LTE or WiFi network connection.
  • the server 3 (which may be a group of one or more hardware platforms) receives and processes the live diagnostics data from each train in the fleet, and manages the data repository 6 of diagnostics data received from the on-train equipment, for data and trend analysis.
  • the third party application interfaces are to external applications including: maintenance management systems, timetabling systems, and fleet allocation systems.
  • the user applications provide access to a live fleet status, with live fault identification, infrastructure fault analysis, energy, and fuel analysis.
  • the communications protocol between the on-train equipment and the off-train servers provide message acknowledgement handshaking which ensures reliable message delivery of live diagnostics data over an unreliable wireless network. There is also an ability to send a message from the off-train server to the on-train equipment to retrieve additional user-requested data from the on-train equipment.
  • a message comprises of a header, followed by data (where applicable), and a signature (CRC 16 encryption).
  • Message length and Message Identifier are integral parts of the header.
  • Message length is the total length of the message (i.e. header + data + CRC). If the received message is not of the correct length, a negative acknowledgement (Nackl) must be sent by the receiver.
  • the Message length field is 16 bits, so that the total length of a message is limited to 65535 bytes. The practical limit is 65507 bytes, because of UDP and IP overheads.
  • the message identifiers identify the type of the message, and thus the way to handle it. If a message with an unknown identifier is received, a negative acknowledgement (Nack2) must be sent by the receiver. This field must be checked by the receiver only if length and CRC are correct.
  • Nack2 negative acknowledgement
  • Each message sent by the on-train control unit 2 must be acknowledged by the shore-based system 3.
  • the on-board control unit 2 expects an acknowledgement within a configurable time period, typically 5 seconds.
  • the servers 3 respond to the on-train control unit 2 when the message is received successfully, but contains invalid data or message identifier. This is indicative of an error in the diagnostics data being received from the on-train systems. Whilst the message is disregarded by the shore-based server, it contains invalid data and therefore does not result in loss of data. Furthermore, the sending of a NACK2 message may be logged and escalated, as it also provides an indication that there is a fault with the on-train equipment being monitored.
  • the transmitted message is positively acknowledged (Ack is received within S seconds), the transmission is deemed successfully completed. If the message is negatively acknowledged with Nacki, or a timeout occurs, the backfill data process tries to send the same message again. If the message is negatively acknowledged with Nack2, its transmission is aborted altogether. It will not be sent again by the back-fill data process.
  • a message is transferred periodically from the control unit 2 to the server 3, typically every S seconds, even if no new diagnostics data is received by the control unit 2.
  • the parameter S is preferably in the range of 10s to 180s. This message indicates to the server 3 that the control unit 2 is active and available for communications. Furthermore, an updated GPS position of the train is transmitted in the heartbeat messages, providing the server 3 with an update on the train location.
  • Download requests are created by the user in the applications 51 and transferred over the communications channel 52 to the on-train control unit 2.
  • a UDP message is transmitted from the server 3 to the control unit 2 with a message identifier that indicates a user request to download a diagnostic file from an on-train system 2.
  • the message data contains details of which system the diagnostic file has been requested from.
  • the request is passed to the relevant on-train system 2 through the data interfaces and the subsequently-generated diagnostic file is transferred to the server 3 using FTP.
  • the control unit 2 may receive requests from a user application 51 for additional data downloads, which the telemetry service 52 transmits from the off-train system to the train, where it is processed by the control unit 2.
  • the remote diagnostics data is event-based, meaning that data from a particular signal or parameter is only received when the value changes. Similarly, when there are no changes to the state of a channel, no data updates are transmitted from the train.
  • the control unit 2 maintains in its internal memory the current state of each of the train signals being monitored.
  • a comparison is made with the current known state for each of the signals. Only if the state has changed for one or more of the signals, the new data is transmitted to the server and the internal memory of the control unit 2 updated with the new value of the signal.
  • the server 3 maintains a live 'session' for each vehicle that is transmitting data. This session maintains a sliding window of all of the channel values over a configurable period of time, for example the last 1 minute period. This facilitates the ability to evaluate the value (or derived value - e.g., average, rate of change, and so on) for a channel over this window of time.
  • the most recent channel data record for a vehicle may be older than the time duration that is specified in the rule condition.
  • the system 1 maintains the state of each channel through data interpolation, in which no new events being received indicates that a channel value has changed. Once a new event is received from the train, the associated internal state is updated with the new value.
  • New diagnostic data (New events) from the train vehicles that are received by the event processing engine 53 contain the latest known state of each of the signals being monitored by the on-train system 2.
  • the event processing engine 53 maintains in its internal memory not only the latest known state for each signal, but all previously known states for a period of time, known as a session.
  • the event processing engine 53 updates its internal memory with the new signal values. At this time, it may also discard the oldest events should they be older than the defined session time, or the event processing engine 53 determines that they are no longer required for evaluation of the event rules.
  • a rule with configured conditions analyses data over a window of time (for example, the average value of a channel over the time window)
  • the rule will also check to ensure that the window also contains the minimum number of records that has been specified. This ensures that there are sufficient events in the time window before the rule is evaluated.
  • Fig. 7 outlines an example scenario for a digital channel "Forward Demanded" over a particular time window.
  • the channel is in an unknown state until Event 1 is received, setting the channel to high.
  • the channel stays in a high state until Event 2 is received, when the channel goes low.
  • the Event 2 that sets the state of the channel to low falls outside the duration window and is therefore not processed as an event when analysing the sliding window.
  • the state of this channel is maintained by the event processing engine in the sliding window (as a low value), until Event 3 is received, setting the signal to a high state.
  • the only value available for the channel is that the signal has a high value. If a rule condition were to state that the minimum value of the channel were to be '1', in the 1-minute duration, the rule would incorrectly fire, as there would not be a reference to the fact that the channel had a low state prior to Event 3 being received.
  • the channel goes high at Event 3 in the sliding window duration of 1 minute. If the minimum records variable is set to three events for when the channel is in a high state, then this rule condition would not be met until Event 5 is received.
  • a rule has been configured in the event processing engine 53 to evaluate a particular signal, the Forward Demanded signal, over a period of 1 minute.
  • the plot shows the value of this signal over a time window.
  • the system is event-based, it is assumed that the value of the signal remains constant until a new event is received indicating the new value of the signal.
  • the event processing engine 53 When analyzing the diagnostics data, the event processing engine 53 separately analyses the live data received and the data that has been buffered on-train and transmitted at a later point (i.e., the backfill data). This ensures that the live data received is analysed as soon as it received and as a result faults are identified as early as possible.
  • the analysis of the backfill data can be configured to operate in different ways, including:
  • the event processing engine 53 When analyzing the backfill data, the event processing engine 53 includes both the data that was received live and also the delayed data. This ensures that the most complete data available from the train is included in the analysis.
  • the on-train system monitors train signals including:
  • the server 3 Individual event data from each train in the fleet is analysed by the server 3 and aggregated across the entire fleet.
  • the on-train control unit 2 associates a GPS position and timestamp with each event, and the data analysis service 54 then aggregates the data by time and location across the entire fleet.
  • the user application 51 then presents detailed information, both in a tabular view and on a geographical map, of areas on the train route where there are problems with adhesion, or line voltages. These key issues may affect train running performance, but are not attributed to faults with the on-train systems.
  • the server 3 provides a number of different inputs to maintenance management systems for the purposes of maintaining the fleet of trains and rectifying defects. These include:
  • the system 1 accurately tracks multiple counters against each train, or indeed individual components on a train for component based maintenance. Typically this includes:
  • the invention provides for comprehensive monitoring and processing of train diagnostics data. This is achieved in a robust manner despite the lack of reliability of the wireless communications infrastructure.
  • the invention achieves excellent real time performance in diagnostics data communication. This is especially because the transceiver uses in parallel at least two channels, namely the live and backfill channels, with transfer of individual messages or strings between the two according to real time conditions.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP14154105.2A 2013-02-06 2014-02-06 Schienenzugdiagnosesystem Active EP2765053B8 (de)

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Application Number Priority Date Filing Date Title
IES20130043A IES20130043A2 (en) 2013-02-06 2013-02-06 A rail train diagnostics system

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EP2765053A2 true EP2765053A2 (de) 2014-08-13
EP2765053A3 EP2765053A3 (de) 2015-09-09
EP2765053B1 EP2765053B1 (de) 2016-10-19
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US9718486B1 (en) * 2016-02-01 2017-08-01 Electro-Motive Diesel, Inc. System for analyzing health of train
WO2018160186A1 (en) * 2017-03-03 2018-09-07 New York Air Brake, LLC Rail car predictive maintenance system
EP3372473A1 (de) * 2017-03-10 2018-09-12 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Verfahren zur protokollierung und synchronisierung von ereignissen im zusammenhang mit einer diagnose
WO2019052689A1 (de) 2017-09-18 2019-03-21 Sew-Eurodrive Gmbh & Co. Kg Schienenanlage und verfahren zum betreiben einer schienenanlage mit schienengeführtem mobilteil und zentraler steuerung
CN109501818A (zh) * 2018-10-15 2019-03-22 西北铁道电子股份有限公司 一种轨道车自动驾驶控制方法及系统
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CN114275017A (zh) * 2021-11-12 2022-04-05 广州地铁集团有限公司 基于5g通信技术的城市轨道综合运维系统及其运行方法
CN114348051A (zh) * 2022-01-10 2022-04-15 北京全路通信信号研究设计院集团有限公司 一种车载系统运维诊断方法及系统
CN115002240A (zh) * 2022-08-04 2022-09-02 深圳市星卡软件技术开发有限公司 一种数据传输系统、方法、装置、设备及介质
CN115002874A (zh) * 2022-05-23 2022-09-02 中国联合网络通信集团有限公司 信息回填方法、装置及存储介质
WO2022238307A1 (de) * 2021-05-10 2022-11-17 Track Machines Connected Gesellschaft M.B.H. Computerimplementiertes verfahren zur erstellung von messdaten beschreibend ein eisenbahnnetz oder ein auf einem gleis fahrendes fahrzeug
US11713065B2 (en) 2019-10-17 2023-08-01 Thales Canada Inc. Method for CBTC system migration using autonomy platform

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RU2612580C2 (ru) * 2015-08-17 2017-03-09 Акционерное общество "Уральское производственное предприятие "Вектор" (АО "УПП "Вектор") Комплекс оперативно-командной связи
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EP3372473A1 (de) * 2017-03-10 2018-09-12 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Verfahren zur protokollierung und synchronisierung von ereignissen im zusammenhang mit einer diagnose
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CN114348051A (zh) * 2022-01-10 2022-04-15 北京全路通信信号研究设计院集团有限公司 一种车载系统运维诊断方法及系统
CN114348051B (zh) * 2022-01-10 2024-01-19 北京全路通信信号研究设计院集团有限公司 一种车载系统运维诊断方法及系统
CN115002874A (zh) * 2022-05-23 2022-09-02 中国联合网络通信集团有限公司 信息回填方法、装置及存储介质
CN115002874B (zh) * 2022-05-23 2023-06-06 中国联合网络通信集团有限公司 信息回填方法、装置及存储介质
CN115002240A (zh) * 2022-08-04 2022-09-02 深圳市星卡软件技术开发有限公司 一种数据传输系统、方法、装置、设备及介质

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IES20130043A2 (en) 2013-07-17

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