Totally-enclosed line subway signal fault diagnosis system

Abstract

The invention discloses a fully-enclosed line subway signal fault diagnosis system, and relates to the technical field of subway signals, the system comprises a communication monitoring module, a fault identification module, a self-healing control unit, a redundancy communication management module and a data recording module, and the communication monitoring module further comprises a temperature adaptation logic module and a feedback unit. Through the collection, classification and feature extraction technology of historical train operation data, the difference and generality between different signal transmission nodes are analyzed, an abnormal feature library is formed and stored and recorded in a data recording module, then when the system operates, abnormal features are matched according to actual data, corresponding node regulation and control instructions are dynamically generated, and the corresponding node regulation and control instructions are sent to the system. The instructions can actively optimize the signal transmission quality and reduce or completely solve the risk of instant communication interruption, information is fed back in real time through the fault recognition module, and the redundancy control system is switched to achieve smooth transition when the main system fails.

Description

Technical Field

[0001] The present invention relates to the technical field of subway signals, and particularly relates to a subway signal fault diagnosis system for a fully enclosed line. Background Art

[0002] "Fully enclosed line" is a widely used term, usually referring to a completely enclosed transmission or operation channel, all of whose components and structures are enclosed to achieve specific purposes, such as safety, efficiency or comfort. The modules therein (such as railways, subways, electronic circuits, etc.) are in a completely enclosed state under specific circumstances. The subway signal system is the cornerstone of the safe and efficient operation of the track traffic. Its importance is reflected in controlling the safe interval of trains, fault early warning and maintenance support, shortening the headway interval, and ensuring the punctuality rate. The subway signal system is not only the "brain" of train operation, but also the core driving force for the modernization and intelligentization of urban rail transit.

[0003] Due to the natural shielding of electromagnetic waves by the steel structure and concrete in the subway tunnel, it is necessary to rely on dedicated underground base stations to cover the signals. If the construction of the base stations is not synchronously planned with the subway project, signal blind spots are likely to occur, resulting in instantaneous communication interruptions and uneven switching of redundant controls in the subway signal system. Summary of the Invention

[0004] The purpose of the present invention is to provide a subway signal fault diagnosis system for a fully enclosed line, which solves the problems that the existing system is prone to signal blind spots, resulting in instantaneous communication interruptions and uneven switching of redundant controls in the subway signal system.

[0005] The present invention solves the above technical problems through the following technical solutions. A subway signal fault diagnosis system for a fully enclosed line includes a communication monitoring module, a fault identification module, a self-healing control unit, a redundant communication management module, and a data recording module. The communication monitoring module further includes a temperature adaptation logic module and a feedback unit; The communication monitoring module is used to collect the transmission parameters of each communication node in the signal system in real time. The transmission parameters include signal strength, bit error rate, packet loss rate, and synchronization status; The fault identification module is used to determine an instantaneous communication interruption event when the transmission parameters exceed the threshold range within a preset time window; The self-healing control unit is used to automatically switch to a standby communication channel or start a communication module reset operation after detecting an instantaneous communication interruption; The data recording module is used to record the fault occurrence time, device identifier, fault type, and recovery status data; The redundant communication management module is used to switch to the standby communication link in real time to ensure that the signal system can operate continuously and stably when a communication interruption occurs in the main link.

[0006] Preferably, the communication monitoring module further includes a multi-source sensor array and a timestamp synchronization unit. The multi-source sensor array is deployed in on-vehicle signal devices, trackside communication devices, and the central control system. The timestamp synchronization unit is used to ensure the timing consistency of the data collected by each node, with an accuracy error less than 1 ms.

[0007] Preferably, the transmission parameters of each communication node can be obtained by calculating the comprehensive deviation coefficient δ according to the formula δ = |ΔP| / (ΔV + ε), which is used to measure the stable state of the signal transmission node. Where ΔP represents the real-time train position deviation, ΔV represents the train speed deviation, and ε is a decimal threshold to prevent division by zero. If δ is greater than the set threshold Tδ, the dynamic bandwidth expansion of the signal transmission node is triggered; if δ is less than the set threshold Tδ, it enters the low-power standby mode.

[0008] Preferably, the fault identification module is communicatively connected to an early warning and alarm module. Whether the fault identification module determines a communication interruption can be obtained according to the calculation result of the fluctuation range calculation formula of the comprehensive deviation coefficient δ combined with the time window TW: Define the time weight W(TW) = exp(α×TW / β). Where α and β are preset time decay coefficients and reference time window widths. At the same time, the comprehensive weighted index Z can be calculated by the formula Z = δ * W(TW). If Z exceeds the early warning threshold, an early warning and alarm for the transmission link switch will be triggered in the next time window.

[0009] Preferably, the redundant communication management module can determine whether to trigger the automatic scheduling of adding redundant nodes. First, obtain the noise coefficient through λ = log(R0 / R(t)). In the formula, λ represents the noise coefficient, R(t) is the current signal-to-noise ratio, and R0 is the average signal-to-noise ratio of the line. And adjust the transmission rate adjustment factor through the formula f = min(1, exp(γ×λ)), where γ is the sensitivity coefficient. Based on the real-time load rate Pload, determine whether to increase the number of backup transmission nodes. If Pload is higher than the load balance reference Pl, the automatic scheduling of adding redundant nodes is triggered.

[0010] Preferably, the self-healing control unit includes a dual-channel hot standby switching device and a modular reset circuit. The switching delay time does not exceed 50 ms. The modular reset circuit is used to support the software and hardware co-reset at the communication chip level.

[0011] Preferably, the data recording module has a distributed storage architecture and a time series analysis engine. The distributed storage architecture is used to support data redundancy backup between the control center and regional nodes, and the time series analysis engine is used to identify periodic fault patterns.

[0012] Preferably, the temperature adaptation logic module includes a temperature sensor array deployed on the surfaces of vehicle-mounted signal processors, trackside communication boxes, and fiber optic connectors. It uses dual-redundancy PT100 platinum resistance sensors with a measurement range covering the industrial standard of -40°C to +85°C. The sampling frequency can be configured from 1Hz to 10Hz, and the temperature resolution reaches ±0.1°C.

[0013] The beneficial effects of the present invention compared with the prior art are as follows: Through the technologies of collecting, classifying, and feature extracting historical train operation data, the present invention analyzes the differences and commonalities between different signal transmission nodes, forms an abnormal feature library and stores it in the data recording module. Then, during the operation of the system, according to the real-time data, it matches the above abnormal features and dynamically generates corresponding node control instructions. These instructions can actively optimize the signal transmission quality, reduce or completely solve the risk of instantaneous communication interruption, and through the real-time feedback information of the fault identification module, switch the redundant control system to achieve a smooth transition when the main system fails. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic structural diagram of the signal fault diagnosis system in the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0015] The following further describes in detail the above and other technical features and advantages of the present invention with reference to the drawings.

[0016] This embodiment provides a technical solution: a subway signal fault diagnosis system for a fully enclosed line, as Figure 1 shown, including a communication monitoring module: used to collect the transmission parameters of each communication node in the signal system in real time. The transmission parameters include signal strength, bit error rate, packet loss rate, and synchronization status; A fault identification module: used to determine an instantaneous communication interruption event when the transmission parameters exceed the threshold range within a preset time window; A self-healing control unit: used to automatically switch to a standby communication channel or start a communication module reset operation after detecting an instantaneous communication interruption; A data recording module: used to record the fault occurrence time, device identifier, fault type, and recovery status data; A redundant communication management module: used to switch to a standby communication link in real time to ensure that the signal system can operate continuously and stably when a communication interruption occurs in the main link.

[0017] Among them, the communication monitoring module further includes a multi-source sensor array and a timestamp synchronization unit. The multi-source sensor array is deployed in on-vehicle signal equipment, trackside communication equipment, and the central control system. The timestamp synchronization unit is used to ensure the timing consistency of the data collected by each node, with an accuracy error less than 1 ms.

[0018] By obtaining the real-time train position deviation ΔP and train speed deviation ΔV; calculating and measuring the stable state of the transmission node according to the comprehensive deviation coefficient formula δ = |ΔP| / (ΔV + ε); judging whether to perform dynamic bandwidth expansion or enter the low-power standby mode according to the value of δ; adjusting the priority weight of the transmission node in combination with the distribution information of historical communication interruption points on the line; obtaining the real-time train position deviation ΔP and train speed deviation ΔV means collecting and comparing the real-time data and the expected ideal data during the train operation. ΔP is the difference between the current position and the predetermined planned position, in meters, reflecting the deviation degree of the train in the space-time trajectory; ΔV is the difference between the current speed and the target speed, in kilometers per hour, used to evaluate the actual effect of the power and braking systems. The core of this step is to capture the error between the real-time data and the preset target.

[0019] In the formula δ = |ΔP| / (ΔV + ε), the parameter δ represents the comprehensive deviation coefficient, which is used to characterize the stability of the signal transmission node. |ΔP| reflects the degree of position deviation; ΔV measures the amplitude of the movement change of the train under the current state. To avoid mathematical calculation anomalies caused by ΔV being zero, a decimal threshold ε to prevent division by zero is added. Usually, the value ranges from 0.1 to 0.5, and the optimal value is set according to the system accuracy. The higher the comprehensive deviation coefficient δ, the higher the current non-stable state of the system. This formula integrates the position and speed anomalies of the train and can intuitively quantify the probability risk of instantaneous communication interruption.

[0020] If the calculated value of δ is greater than the set threshold Tδ, the dynamic bandwidth expansion operation of the corresponding node is triggered. Here, the threshold Tδ is obtained by tuning based on experimental data and ranges from 1 to 3. If δ does not exceed the threshold, it switches to the energy-saving low-power standby mode.

[0021] In this step, the system analyzes the differences and commonalities between different signal transmission nodes through the technologies of collecting, classifying, and feature extracting historical train operation data, forms an abnormal feature library and stores it in the data recording module. Then, during the system operation, according to the live data, it matches the above abnormal features and dynamically generates corresponding node control instructions. These instructions can actively optimize the signal transmission quality and reduce or completely solve the risk of instantaneous communication interruption.

[0022] Secondly, the fault identification module is communicatively connected to the early warning and alarm module. Whether the fault identification module determines a communication interruption can be obtained according to the calculation formula of the fluctuation range of the comprehensive deviation coefficient δ combined with the time window TW: The time weight W(TW) = exp(α×TW / β) is defined and calculated. Here, α and β are preset time decay coefficients and the reference time window width. At the same time, the comprehensive weighted index Z can be calculated through the formula Z = δ * W(TW). If Z exceeds the early warning threshold, a transmission link switching early warning and alarm will be triggered in the next time window. At the same time, the data recording module records the number of times of continuously unstable signal states in this interval. The redundant communication management module can then judge whether to trigger the automatic scheduling of adding redundant nodes. First, the noise coefficient is obtained through λ = log(R0 / R(t)). In the formula, λ represents the noise coefficient, R(t) is the current signal-to-noise ratio, and R0 is the average signal-to-noise ratio of the line. And the transmission rate adjustment factor is adjusted through the formula f = min(1, exp(γ×λ)), where γ is the sensitivity coefficient. Whether to increase the number of backup transmission nodes is judged based on the real-time load rate Pload. If Pload is higher than the load balance reference Pl, the automatic scheduling of adding redundant nodes is triggered.

[0023] The system uses the real-time feedback of fault codes to achieve the fast switching and smooth transition of the redundant control system when the main system fails. First, the status data of all subsystems and the corresponding fault codes are collected; then, the importance of these fault codes is sorted through a set of pre-established evaluation rules to confirm whether it is necessary to start the redundant controller to replace the faulty component; finally, the specific switching operation is executed and the actual effect after switching is continuously verified through the monitoring module until the normal operation state is restored.

[0024] The self-healing control unit includes a dual-channel hot standby switching device and a modular reset circuit. The switching delay time does not exceed 50 ms. The modular reset circuit is used to support the software and hardware co-reset at the communication chip level. The data recording module has a distributed storage architecture and a time series analysis engine. The distributed storage architecture is used to support data redundancy backup between the control center and regional nodes. The time series analysis engine is used to identify periodic fault patterns. Among them, the communication monitoring module also includes a temperature adaptation logic module and a feedback unit. The temperature adaptation logic module includes a temperature sensor array deployed on the surfaces of vehicle-mounted signal processors, trackside communication boxes, and fiber optic connectors. It uses dual-redundant PT100 platinum resistance sensors with a measurement range covering the industrial standard of -40°C to +85°C. The sampling frequency can be configured from 1 Hz to 10 Hz, and the temperature resolution reaches ±0.1°C. In addition, the temperature adaptation logic module also includes a threshold self-adaptive mechanism. The threshold self-adaptive mechanism can dynamically adjust the bit error rate alarm threshold according to the temperature gradient change rate (△T / △t). When △T / △t > 2°C / s, the bit error rate threshold is relaxed to 120% of the standard value. When △T / △t < -1°C / s, the preheating circuit is started and the threshold is tightened to 80% of the standard value.

[0025] Through the technologies of collecting, classifying, and feature extracting historical train operation data, the present invention analyzes the differences and commonalities between different signal transmission nodes, forms an abnormal feature library and stores it in the data recording module. Then, during the system operation, according to the live data to match the above abnormal features, corresponding node control instructions are dynamically generated. These instructions can actively optimize the signal transmission quality, reduce or completely solve the risk of instantaneous communication interruption, and through the real-time feedback information of the fault identification module, switch the redundant control system to achieve a smooth transition when the main system fails.

[0026] The above is only a preferred embodiment of the present invention, which is illustrative rather than restrictive to the present invention. Those skilled in the art understand that many changes, modifications, and even equivalents can be made within the spirit and scope defined by the claims of the present invention, but all will fall within the protection scope of the present invention.

Claims

1. A fully enclosed line subway signal fault diagnosis system, characterized in that: It includes a communication monitoring module, a fault identification module, a self-healing control unit, a redundant communication management module and a data recording module, wherein the communication monitoring module also includes a temperature adaptation logic module and a feedback unit; The communication monitoring module is used to collect the transmission parameters of each communication node in the signal system in real time, and the transmission parameters include signal strength, bit error rate, data packet loss rate and synchronization status; The fault identification module is used to determine that a transient communication interruption event occurs when a transmission parameter exceeds a threshold range within a preset time window; The self-healing control unit is used to automatically switch to a backup communication channel or start a communication module reset operation after detecting a momentary communication interruption; The data recording module is used to record the fault occurrence time, equipment identification, fault type and recovery status data; The redundant communication management module is used to switch to the backup communication link in real time to ensure that the signal system can continue to operate stably when communication interruption occurs in the main link.

2. A fully enclosed line subway signal fault diagnosis system as claimed in claim 1, characterized in that: The communication monitoring module also includes a multi-source sensor array and a timestamp synchronization unit. The multi-source sensor array is deployed in the vehicle-mounted signal equipment, the trackside communication equipment and the central control system. The timestamp synchronization unit is used to ensure the timing consistency of the data collected by each node, and the accuracy error is less than 1ms.

3. A fully enclosed line subway signal fault diagnosis system as claimed in claim 2, characterized in that: The transmission parameter acquisition of each communication node can calculate the comprehensive deviation coefficient δ according to the formula δ= |ΔP| / (ΔV +ε), which is used to measure the stability of the signal transmission node; Where ΔP represents the real-time train position deviation, ΔV represents the train speed deviation, and ε is the decimal threshold to prevent division by zero. If δ is greater than the set threshold Tδ, the dynamic bandwidth expansion of the signal transmission node is triggered; if δ is less than the set threshold Tδ, the low-power standby mode is entered.

4. A fully enclosed line subway signal fault diagnosis system as claimed in claim 3, characterized in that: The fault identification module is communicatively connected to a warning alarm module. The fault identification module determines whether the communication is interrupted based on the calculation formula of the comprehensive deviation coefficient δ combined with the fluctuation range of the time window TW: the time weight W(TW) = exp(α×TW / β) is defined as the calculation result, wherein α and β are the preset time attenuation coefficient and the reference time window width. At the same time, the comprehensive weighted index Z can be calculated by the formula Z =δ* W(TW). If Z exceeds the warning threshold, the transmission link switching warning alarm is triggered in the next time window.

5. A fully enclosed line subway signal fault diagnosis system as claimed in claim 1, characterized in that: The redundant communication management module can determine whether to trigger automatic scheduling of the newly added redundant node, and first obtain the noise coefficient through λ= log(R0 / R(t)), where λ represents the noise coefficient, R(t) is the current signal-to-noise ratio, and R0 is the average signal-to-noise ratio of the line; The transmission rate adjustment factor is adjusted by the formula f = min(1, exp(γ×λ)), where γ is the sensitivity coefficient. The real-time load rate Pload is used to determine whether the number of backup transmission nodes needs to be increased. If Pload is higher than the load balancing benchmark Pl, the automatic scheduling of the newly added redundant nodes is triggered.

6. A fully enclosed line subway signal fault diagnosis system as claimed in claim 1, characterized in that: The self-healing control unit includes a dual-channel hot standby switching device and a modular reset circuit. The switching delay time does not exceed 50ms. The modular reset circuit is used to support communication chip-level software and hardware coordinated reset.

7. A fully enclosed line subway signal fault diagnosis system as claimed in claim 1, characterized in that: The data recording module has a distributed storage architecture and a time series analysis engine. The distributed storage architecture is used to support data redundancy backup between the control center and the regional nodes, and the time series analysis engine is used to identify periodic failure modes.

8. A fully enclosed line subway signal fault diagnosis system as claimed in claim 1, characterized in that: The temperature adaptation logic module includes a temperature sensor array deployed on the on-board signal processor, the trackside communication box and the surface of the optical fiber connector. It uses a dual redundant PT100 platinum resistance sensor with a measurement range covering -40°C to +85°C industrial standard. The sampling frequency can be configured to 1Hz~10Hz, and the temperature resolution reaches ±0.1°C.

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