Mechanical rail train detection method and system with real-time detection function

Abstract

The invention relates to the technical field of urban rail train safety detection, and discloses a mechanical rail train detection method and system with a real-time detection function, and the method comprises the steps: collecting the states of obstacles on the two sides of a bogie and normally open and normally closed contacts of derailment detection travel switches; calculating a trigger state code; an emergency or non-emergency braking signal is output and an alarm is given; and when the state returns to normal and a reset instruction is received, the alarm is released and the initial state is recovered. In the prior art, obstacle or derailment detection is realized by depending on a multi-stage sensor and an electronic control unit, and especially in complex operation environments of high electromagnetic interference, high humidity dust and the like, stable and low-fault-rate real-time detection cannot be realized. Due to the fact that a redundancy judgment mechanism combining a pure mechanical structure and the vehicle programmable logic control unit LCU is adopted, high-reliability real-time detection of the obstacle and derailment state is achieved, and the safety and maintainability of a train system are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of urban rail train safety detection technology, and in particular to a mechanical rail train detection method and system with real-time detection function. BACKGROUND

[0002] Currently, the real-time detection of obstacles in front of the train and the derailment state of the train during high-speed operation of the urban rail train mainly relies on detection devices installed at the front end of the train head or bogie, which cooperate with multiple types of sensors and electronic control systems to realize dangerous state recognition and response control. However, such detection systems generally have the disadvantages of complex structure, poor environmental adaptability, high failure rate and high operation and maintenance cost. For example, the existing detection system often uses laser ranging, infrared recognition, acceleration sensor or inclination sensor to detect obstacles or determine derailment, and also needs to configure a dedicated control unit, power management module and data communication channel to transmit the collected information to the train control management system (TCMS) or safety control system (SCS) for processing and judgment. Although such non-contact electronic detection scheme has certain response accuracy in the laboratory or ideal environment, it often faces the following difficulties in actual application: (1) In typical complex working conditions such as strong electromagnetic interference (such as tunnel signal amplification section), high humidity (such as condensation and damp in underground section), strong dust (such as old section of overhead contact system or iron dust), strong vibration, the sensor accuracy decreases or directly fails; (2) Control unit failure will cause information processing interruption, sensor signal drift, jam or lag, making it difficult to generate brake instructions in time; (3) The system is highly dependent on power supply and communication link, and has weak anti-power-off and anti-interference ability; once the system fails to report or misses, it not only cannot effectively avoid danger, but also may cause unnecessary train braking, operation delay or safety hazards; (4) The whole system device procurement cost is high, the integration difficulty is great, the later maintenance is complex, and the engineering promotion is limited.

[0003] The existing technology cannot fully meet the systematic requirements of the rail train in all-weather operation, severe environment adaptability, high real-time response, low false trigger rate and low cost operation and maintenance. For example, in the scenes of unmanned operation, near-ground line operation (such as subway shield section), frequent braking in multi-station turnaround, etc., the traditional sensor recognition method cannot maintain stable operation in complex physical interference environment, and there is a typical problem of "lack of environmental adaptability".

[0004] Therefore, there is an urgent need for a detection method that can still directly act through mechanical structure and be judged and disposed by a vehicle itself logic control unit (LCU) without relying on high-precision sensors, independent controllers and complex electrical links when foreign matter appears in front of the train or the train derails, so as to realize high-reliability, low-delay and low-failure real-time detection of obstacles and derailment states, and improve the safety operation ability of urban rail trains in complex environments, system simplification degree and engineering implementability. SUMMARY

[0005] In view of the above technical deficiencies, the purpose of the present application is to provide a mechanical rail train detection method with real-time detection function, aiming at solving the technical problems that the existing technology mainly relies on multi-level sensors and electronic control units to realize obstacle or derailment detection, especially in complex operating environments such as high electromagnetic interference and high humidity dust, which cannot realize stable and low-failure real-time detection.

[0006] To solve the above technical problems, the present application adopts the following technical scheme: the present application provides a mechanical rail train detection method with real-time detection function, The mechanical rail train detection method with real-time detection function comprises: Step S10: Collecting switch contact state signals of obstacle detection travel switches and derailment detection travel switches of the first bogie on one side or the second side of the train, the switch contact state signals including normally open contact state signals and normally closed contact state signals ; Step S20: Converting the collected switch contact state signals into travel switch state vectors by logic mapping , comparing the travel switch state vectors with a preset normal operation reference vector to generate a trigger state code C; Step S30: Based on the trigger state code C, performing preliminary fault event classification according to a preset control logic to generate an event flag and a system fault flag ; Step S40: When the event flag and the system fault flag =1, the LCU triggers an emergency braking output instruction, and at the same time, a system alarm is triggered; when the event flag and the system fault flag =1, the LCU triggers a non-emergency braking output instruction, and at the same time, a system fault alarm signal is sent to the TCMS; Step S50: Obtaining a state signal of a reset button input end , when = , and the trip switch state vector equals the normal operation reference vector , the reset event flag and the system fault flag are reset, and the train is restored to the initial operation state.

[0007] Preferably, in step S10, the state signal of the reset button input is also collected as a manual relief control instruction input.

[0008] Preferably, in step S20, the trip switch state vector is expressed as:

[0009] wherein, and are the first normally open contact state signal and the first normally closed contact state signal of the obstacle detection trip switch on the first side or the second side; and are the second normally open contact state signal and the second normally closed contact state signal of the obstacle detection trip switch on the first side or the second side; and are the third normally open contact state signal and the third normally closed contact state signal of the derailment detection trip switch on the first side or the second side; and are the fourth normally open contact state signal and the fourth normally closed contact state signal of the derailment detection trip switch on the first side or the second side.

[0010] Preferably, in step S20, the trigger state code C is generated, wherein, is a preset logic difference judgment function for checking whether the current state is consistent with the preset state, outputting a state code of 0 or 1; is the i-th item of the switch contact state signal in the trip switch state vector ; and is the i-th item of the switch contact state signal in the normal operation reference vector .

[0011] Preferably, in step S30, based on the trigger state code C, the preliminary fault event classification is performed according to the preset control logic, and the step of generating the event flag includes: based on the trigger state code C, the preliminary fault and event classification is performed according to the following logic: If the trigger status code C meets the conditions of 4 groups of contacts or 3 groups of contacts meeting the conditions of the current state being inconsistent with the preset state, an event flag is generated. , and generate a system fault flag =1; If the trigger status code C meets the condition that only 2 or 1 contact groups meet the condition that the current state is inconsistent with the preset state, an event flag is generated. , system fault flag ; Otherwise, keep generating event flags , system fault flag .

[0012] Preferably, in step S40, the emergency brake output command, the non-emergency brake output command and the system fault alarm signal are all maintained in a state by a self-holding latch, and the state is maintained until a valid manual relief command is received.

[0013] Preferably, the obstacle detection limit switch and the derailment detection limit switch are both direct-push mechanical switches, adopting a bilaterally symmetrically arranged action integration structure, which includes an energy-absorbing leaf spring and an anti-slip structure; the switch contact status signals of the obstacle detection limit switch and the derailment detection limit switch are both collected by a preset dual-channel safety input module of the LCU, and the judgment logic is executed by a logic processing unit with a safety certification level not lower than SIL4.

[0014] The present invention also provides a mechanical rail train detection system with real-time detection function, comprising: The switch signal acquisition module is used to collect the switch contact status signals of the obstacle detection limit switch and the derailment detection limit switch located on the first bogie on the first or second side of the train. The switch contact status signals include the normally open contact status signals. With normally closed contact status signal ; The state vector generation module is used to convert the collected switch contact state signal into the travel switch state vector through logical mapping , the limit switch state vector With the preset normal operating reference vector Perform comparison and generate trigger status code C; The event classification module is used to perform preliminary fault event classification based on the trigger status code C according to the preset control logic and generate event flags and system fault flags ; Braking and alarm control module, used as event flag And the system fault flag =1, LCU triggers the emergency brake output command and triggers the system alarm at the same time; when the event flag and system fault flag =0, the LCU triggers a non-emergency braking output instruction and sends a system fault alarm signal to the TCMS; a reset and mitigation module configured to acquire a state signal of a reset button input end , when = , and a travel switch state vector is equal to a normal operation reference vector , reset event flag and system fault flag are reset, and the train is restored to an initial operation state.

[0015] The application further provides a mechanical rail train detection device with real-time detection function, comprising a memory, a processor, and a mechanical rail train detection program with real-time detection function stored in the memory and capable of running on the processor, which implements the mechanical rail train detection method with real-time detection function when executed by the processor.

[0016] The application further provides a computer program product comprising the mechanical rail train detection program with real-time detection function, which implements the mechanical rail train detection method with real-time detection function when executed by a processor.

[0017] The application has the advantages that the application realizes real-time detection of obstacles and derailment by adopting a pure mechanical structure combined with a programmable logic control unit (LCU) of a vehicle, without the need to configure sensors, controllers, power supplies and signal processing units required by traditional detection systems, thereby significantly simplifying the system structure and reducing equipment procurement and maintenance costs.

[0018] The application effectively improves the anti-interference capability in complex operation environments such as high electromagnetic interference, high humidity and high dust by adopting redundant travel switch design and normally open / normally closed dual-channel logic judgment mechanism, avoids the problems of missed reports and false reports caused by sensor drift or control unit failure, and significantly improves the reliability of detection and the safety of train operation. BRIEF DESCRIPTION OF DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0020] Figure 1 Figure 1 is a flowchart of a first embodiment of a mechanical rail train detection method with real-time detection function according to the present application.

[0021] Figure 2 Figure 2 is a schematic diagram of an obstacle and derailment diagnosis logic circuit of the first embodiment of the mechanical rail train detection method with real-time detection function according to the present application.

[0022] Figure 3 Figure 3 is a schematic diagram of a device of the mechanical rail train detection method with real-time detection function according to the present application.

[0023] Table 1 is an obstacle and derailment diagnosis logic table of the mechanical rail train detection method with real-time detection function according to the present application. DETAILED DESCRIPTION

[0024] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0025] Embodiment 1: As shown in Figure 1, a flowchart of a first embodiment of a mechanical rail train detection method with real-time detection function according to the present application is provided. Figure 1

[0026] In the first embodiment, the mechanical rail train detection method with real-time detection function includes: Step S10: Collecting switch contact state signal of obstacle detection travel switch and derailment detection travel switch of the first bogie on one side or two sides of the train, the switch contact state signal including normally open contact state signal and normally closed contact state signal . It should be noted that the above travel switches all adopt straight push type mechanical limiting structure, one end of which is connected with a detection beam or an action mechanism, when triggered by external force (such as collision with obstacles or derailment vertical displacement), the mechanical mechanism drives the travel switch to physically act, and outputs a state change signal. Each travel switch is configured with a pair of dry contact outputs, including normally open contact (NO) and normally closed contact (NC), the signals of which are connected to the double-channel safety input interface of the vehicle programmable logic unit (LCU) respectively. The contact signal is a passive dry contact signal, which has the characteristics of strong anti-interference ability and low failure probability, and is suitable for safety monitoring requirements in high vibration and high interference scenes of rail transit.

[0027] ​It can be understood that by setting the left and right symmetrical obstacle detection and derailment detection travel switches, the state of the two sides of the track can be synchronously perceived, and the spatial coverage of the detection and the reliability of the judgment can be improved. During the operation of the train, the states of the 8 travel switches (1 group of NO / NC for each switch, a total of 8 switches for one side + two sides) can be collected in real time to form a complete contact state data structure. The LCU uses the data to further construct a travel switch state vector, which provides a data basis for subsequent state judgment and control instruction output.

[0028] It should be understood that this step is the input entrance of the entire detection method, and the collected normally open / normally closed contact state directly determines the calculation result of the trigger state code and the logical branch of the event determination in the subsequent steps. If signal abnormalities or missed collection occur in this step, it will affect the accuracy of subsequent fault identification. Therefore, in the implementation process, the installation accuracy of the travel switch, the mechanical response consistency and the reliability of the contact wiring need to be ensured to avoid interference of signal delay or jitter on subsequent logical judgment. In addition, compared with the traditional sensor-controller architecture, this detection method based on dry contact collection does not rely on continuous current or analog signal link, which can significantly reduce the false alarm rate and energy consumption, and improve the stability.

[0029] Step S20: converting the collected switch contact state signals into a travel switch state vector through logical mapping , the travel switch state vector is compared with the preset normal operation reference vector to generate a trigger state code C; It can be understood that the multi-channel switch signals are uniformly managed in the form of a state vector, and the deviation degree is quantified in the form of a single numerical value (i.e., the trigger state code C), so as to convert the discrete physical trigger signals into a logical index that can be judged. This encoding comparison method improves the signal processing efficiency and has a redundant identification capability, which can accurately identify abnormal conditions such as non-triggering of part of the contacts or damage of part of the components. Through analysis of the interval to which the C value belongs, a multi-level response decision is further executed. This method improves the judgment accuracy, response reliability and information compression efficiency of the train control system, and provides high-quality criteria for the braking and alarm control in the subsequent steps.

[0030] It should be understood that, compared with the way of taking only a single contact change as the braking signal judgment basis in the conventional technology, the application establishes a multi-dimensional redundant decision mechanism through the difference comparison of the state vector and the reference vector, which significantly enhances the discrimination ability in the case of poor switch contact, unilateral failure or virtual triggering. In the conventional structure, if any contact appears to be stuck or not reset in time, it is easy to cause misjudgment or refusal, thereby triggering false braking or ignoring the real fault event. The application adopts the way of judging the consistency of the whole group of contact states, and even if a certain switch does not fully act, as long as the trigger state code C reaches the preset threshold, it can still be identified as an effective event.

[0031] Step S30: based on the trigger state code C, performing preliminary fault event classification according to the preset control logic, generating an event flag and a system fault flag ; It should be noted that the "preset control logic" refers to the hierarchical decision mechanism set for the trigger state code C, which is used to distinguish different types of risk conditions such as real fault events (such as obstacles or derailments) and system component failures (such as switch malfunction, incomplete action) and the like. The event flag is used to indicate whether the detected physical event is sufficient to trigger the train emergency braking stop, and the system fault flag reflects whether the detection itself is abnormal. The logic control table is usually based on experiments and field data, and the judgment is made according to the interval of the state code C. For example, when the value of C reaches 6 and above, most of the four groups of contacts are triggered, which can be determined as a real event; if the value of C is 2 or 4, it may indicate that part of the device fails to respond or malfunctions, which can be determined as a potential system failure.

[0032] It can be understood that through the event classification logic, the state recognition can be expanded from single fault determination to fault-tolerant analysis mechanism based on multi-contact signals, so that both substantial faults and early warnings in the case of slight component failure or asymmetric response can be accurately identified. The event flag drives the subsequent emergency braking, and the system fault flag prompts the maintenance personnel to check or repair the equipment. This mechanism significantly enhances the diagnostic ability and response grading ability, supports the train to make differentiated decisions under different risk levels, thereby avoiding false reporting causing the train to stop without reason, and at the same time ensuring that the real abnormality can be responded quickly.

[0033] It should be understood that the application includes two types of detection: obstacle detection and derailment detection ①Obstacle detection function, one side installs two obstacle detection travel switches (each travel switch has a normally open and a normally closed contact), two sides install two obstacle detection travel switches (each travel switch has a normally open and a normally closed contact), one side two travel switches 4 groups of contacts are combined to judge the logic, two sides two travel switches 4 groups of contacts are combined to judge the logic, any side judgment logic is established, and the obstacle trigger alarm signal and emergency brake output command are sent.

[0034] ②Derailment detection function, one side installs two derailment detection travel switches (each travel switch has a normally open and a normally closed contact), two sides install two derailment detection travel switches (each travel switch has a normally open and a normally closed contact), one side two travel switches 4 groups of contacts are combined to judge the logic, two sides two travel switches 4 groups of contacts are combined to judge the logic, any side judgment logic is established, and the derailment alarm signal and emergency brake output command are sent.

[0035] As shown in Figure 2 The input interface I1 to I9 of the LCU in the application respectively access the reset button, obstacle detection travel switches 1 and 2 (including normally open and normally closed contacts), and derailment detection travel switches 1 and 2 (including normally open and normally closed contacts). The application presets the following limit switch detection state judgment rules for identifying and responding to the train state under different running scenes.

[0036] Specifically, based on the combined state of each contact "closed" or "open", the judgment logic is as shown in the following table 1: Table 1 Obstacle and derailment diagnosis logic table

[0037] In the above scenes, the different combined contact actions will be explicitly mapped to the state assignment process of "event flag" and "system failure flag". The assignment result directly determines whether to trigger emergency braking or alarm output. In any emergency braking or non-emergency braking scene, the system always maintains real-time fault state cache until the reset button input = 1 and all travel switch states return to the normal running reference state (i.e. left one normally closed is closed, left one normally open is open, left two normally closed is closed, left two normally open is open) are detected in the next period. Only then will the flag bit be cleared and the "system recovery" operation be performed.

[0038] Step S40: When the event flag And the system failure flag =1, the LCU triggers the emergency brake output command, and at the same time sends out the system alarm; when the event flag The system failure flag =1, the LCU triggers the non-emergency brake output command, and at the same time sends the system failure alarm signal to the TCMS; It should be noted that the "event flag" and "system failure flag" respectively represent two types of state determination results generated in the previous logical step. Among them, the event flag is used to indicate whether a valid obstacle or derailment behavior is identified, and the system failure flag indicates whether the detection system itself has an abnormality or potential failure. The "emergency braking output instruction" refers to the control signal directly issued by the LCU to disconnect the train traction circuit or activate the brake circuit to achieve rapid parking. The "non-emergency braking output instruction" can be understood as issuing a warning to the upper-level system or operating personnel, not immediately disconnecting the traction, but entering a limited operation state or manual intervention mode. At the same time, the "system alarm" signal is sent to the TCMS (Train Control and Management System) through the bus interface for real-time display of alarm information, recording of event time and trigger source for subsequent operation and decision-making.

[0039] It can be understood that this step realizes specific response control of the state determination result of the previous step, which is the key node in the logical chain from "judgment" to "execution". By distinguishing between "emergency" and "non-emergency" braking responses of two different levels, differentiated control strategies can be adopted according to the severity of the event. On the one hand, when both obstacles / derailment events and some abnormal actions of travel switches (such as sticking or delay) are identified, it is determined that the system is at risk, triggering emergency braking; on the other hand, if obstacles or derailment events are identified, but the system itself is not abnormal and still has normal response capability, non-emergency braking can be triggered to avoid overreaction. This control strategy enhances the response grading capability and operation safety boundary control capability, which can reduce unnecessary parking intervention and improve operation efficiency under the premise of ensuring safety.

[0040] Step S50: Obtain the state signal of the reset button input end When , and the travel switch state vector equals the normal operation reference vector , reset the event flag and the system failure flag , and restore the train to the initial operation state.

[0041] ​It should be noted that the "reset button input end state signal" refers to the manual input command from the driver's console or the maintenance operating table, which is usually in the form of dry contact or low-speed digital input to the LCU. Only after the detection of the brake response and the self-holding logic lock, the operator can press the reset button as a condition trigger signal for releasing the alarm and restoring the operation under the premise of confirming that there is no obstacle remaining state normally. At the same time, in order to avoid false reset, a "double condition confirmation mechanism" is set, that is, only when the reset button state is valid (for example, 1) and the current travel switch state vector is completely equal to the preset normal operation reference vector (that is, all normally open / normally closed contacts return to the original state), the LCU allows to execute the flag clearing and state recovery operation.

[0042] It can be understood that the technical effect of this step is to construct a recovery logic with artificial confirmation authority and state self-verification mechanism, which ensures that the detection will not be prematurely released from the control state after responding to abnormal events. By introducing a manual reset button as a key unlocking condition, combined with the real-time checking mechanism of the on-site contact state, it can effectively prevent the alarm state from being mistakenly released due to not clearing the obstacles, the travel switch has not been reset, the bogie position is still abnormal, etc., thereby ensuring the logical consistency and safety of the entire detection-response-recovery closed loop.

[0043] Embodiment two: In addition, the mechanical rail train detection system with real-time detection function provided by the present application adopts the mechanical rail train detection method with real-time detection function in the above embodiment, which can solve the technical problem of the mechanical rail train detection with real-time detection function. Compared with the prior art, the beneficial effects of the mechanical rail train detection system with real-time detection function provided by the present application are the same as those of the mechanical rail train detection method with real-time detection function provided by the above embodiment, and other technical features of the mechanical rail train detection system with real-time detection function are the same as those disclosed in the above embodiment method, which will not be repeated here.

[0044] Embodiment three: The present application provides a mechanical rail train detection device with real-time detection function, please refer to Figure 3A mechanical rail train detection device with real-time detection function includes at least one processor, and a memory connected to the at least one processor in communication; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the mechanical rail train detection method with real-time detection function in the above embodiment one. The mechanical rail train detection device with real-time detection function in the embodiment of the present application can include, but is not limited to, mobile terminals such as mobile phones, notebook computers, digital broadcast receivers, PDAs (Personal Digital Assistant), PADs (Portable Application Description), PMPs (Portable Media Player), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), and the like, and fixed terminals such as digital TVs, desktop computers, and the like. The mechanical rail train detection device with real-time detection function is only an example, and should not bring any limitation to the function and use range of the embodiment of the present application. The mechanical rail train detection device with real-time detection function can include a processing device 1001 (such as a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to programs stored in a read-only memory 1002 or loaded from a storage device 1003 to a random access memory 1004. In the random access memory 1004, various programs and data required for the operation of the mechanical rail train detection device with real-time detection function are also stored. The processing device 1001, the read-only memory 1002, and the random access memory 1004 are connected to each other through a bus 1005. An I / O interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, touch screens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. The communication device 1009 can allow the mechanical rail train detection device with real-time detection function to communicate with other devices wirelessly or by wire to exchange data. Although the mechanical rail train detection device with real-time detection function having various systems is shown in the figure, it should be understood that all the shown systems are not required to be implemented or possessed. More or fewer systems can be alternatively implemented or possessed.

[0045] Embodiment four: the application also provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the mechanical rail train detection method with real-time detection function as described above. The computer program product provided by the application can solve the technical problem of mechanical rail train detection with real-time detection function. Compared with the prior art, the beneficial effects of the computer program product provided by the application are the same as those of the mechanical rail train detection method with real-time detection function provided by the above-mentioned embodiment, and are not described here.

[0046] In particular, according to the embodiments disclosed by the application, the processes described above with reference to the flowcharts can be implemented as a computer software program. For example, the embodiments disclosed by the application include a computer program product comprising a computer program carried on a computer readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such embodiments, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a read-only memory 1002. When the computer program is executed by a processing device 1001, the above-mentioned functions defined in the method of the embodiments disclosed by the application are executed.

[0047] It should be understood that various parts of the application disclosed can be realized with hardware, software, firmware or a combination thereof. In the description of the above-mentioned embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0048] Obviously, those skilled in the art can make various modifications and variations to the application without departing from the spirit and scope of the application. Thus, if these modifications and variations of the application fall within the scope of the claims of the application and their equivalent technologies, the application also intends to include these modifications and variations.

Claims

1. A mechanical rail train detection method with real-time detection function, characterized in that: Methods include: Step S10: Collect the switch contact status signals of the obstacle detection limit switch and the derailment detection limit switch of the first bogie on the first or second side of the train, the switch contact status signals including the normally open contact status signals With normally closed contact status signal ; Step S20: Convert the collected switch contact state signal into a travel switch state vector through logical mapping , the limit switch state vector With the preset normal operating reference vector Perform comparison and generate trigger status code C; Step S30: Based on the trigger status code C, perform preliminary fault event classification according to the preset control logic and generate an event flag and system fault flags ; Step S40: When the event flag And the system fault flag =1, LCU triggers the emergency brake output command and triggers the system alarm at the same time; when the event flag And the system fault flag =1, LCU triggers non-emergency braking output command and sends system fault alarm signal to TCMS at the same time; Step S50: Obtain the status signal of the reset button input terminal ,when = , and the limit switch state vector Equal to the normal operating reference vector When the event flag is reset and system fault flags , and restore the train to its initial operating state.

2. A mechanical rail train detection method with real-time detection function as claimed in claim 1, characterized in that: Step S10 also includes: collecting the status signal of the reset button input terminal , used as manual mitigation control instruction input.

3. A mechanical rail train detection method with real-time detection function as claimed in claim 1, characterized in that: In step S20, the travel switch state vector Expressed as: in, and A first normally open contact state signal and a first normally closed contact state signal of a limit switch for detecting an obstacle on the first or second side; and A second normally open contact state signal and a second normally closed contact state signal of the obstacle detection limit switch on the first side or the second side; and The third normally open contact state signal and the third normally closed contact state signal of the derailment detection limit switch on the first side or the second side; and It is the fourth normally open contact state signal and the fourth normally closed contact state signal of the derailment detection limit switch on the first side or the second side.

4. A mechanical rail train detection method with real-time detection function as claimed in claim 1, characterized in that: In step S20, the status code C is triggered ,in, It is a preset logical difference judgment function used to check whether the current state is consistent with the preset state and output a status code of 0 or 1; is the state vector of the travel switch The switch contact status signal of item i in ; Normal operation reference vector The switch contact status signal of the i-th item in .

5. A mechanical rail train detection method with real-time detection function as claimed in claim 3, characterized in that: In step S30, based on the trigger status code C, the preliminary fault event classification is performed according to the preset control logic to generate an event flag The steps include: Based on the trigger status code C, preliminary fault and event classification is performed according to the following logic: If the trigger status code C meets the conditions of 4 groups of contacts or 3 groups of contacts meeting the conditions of the current state being inconsistent with the preset state, an event flag is generated. , and generate a system fault flag =1; If the trigger status code C meets the condition that only 2 or 1 contact groups meet the condition that the current state is inconsistent with the preset state, an event flag is generated. , system fault flag ; Otherwise, keep generating event flags , system fault flag .

6. A mechanical rail train detection method with real-time detection function as claimed in claim 1, characterized in that: In step S40, the emergency brake output command, the non-emergency brake output command and the system fault alarm signal are all maintained in a state by the self-holding latch, and the state is maintained until a valid manual relief command is received.

7. A mechanical rail train detection method with real-time detection function as claimed in claim 1, characterized in that: Both the obstacle detection limit switch and the derailment detection limit switch are direct-push mechanical switches with a bilaterally symmetrically arranged motion integration structure, which includes an energy-absorbing leaf spring and an anti-slip structure. The switch contact status signals of the obstacle detection limit switch and the derailment detection limit switch are collected by the preset LCU's dual-channel safety input module, and the judgment logic is executed by a logic processing unit with a safety certification level of no less than SIL4.

8. A mechanical rail train detection system with real-time detection function, applied to a mechanical rail train detection method with real-time detection function according to any one of claims 1 to 7, characterized in that: The mechanical rail train detection system with real-time detection function includes: The switch signal acquisition module is used to collect the switch contact status signals of the obstacle detection limit switch and the derailment detection limit switch located on the first bogie on the first or second side of the train. The switch contact status signals include the normally open contact status signals. With normally closed contact status signal ; The state vector generation module is used to convert the collected switch contact state signal into the travel switch state vector through logical mapping , the limit switch state vector With the preset normal operating reference vector Perform comparison and generate trigger status code C; The event classification module is used to perform preliminary fault event classification based on the trigger status code C according to the preset control logic and generate event flags and system fault flags ; Braking and alarm control module, used as event flag And the system fault flag =1, LCU triggers the emergency brake output command and triggers the system alarm at the same time; when the event flag And the system fault flag =0, LCU triggers non-emergency braking output command and sends system fault alarm signal to TCMS at the same time; Reset and relief module, used to obtain the status signal of the reset button input ,when = , and the limit switch state vector Equal to the normal operating reference vector When the event flag is reset and system fault flags , and restore the train to its initial operating state.

9. A mechanical rail train detection device with real-time detection function, characterized in that: The mechanical rail train detection equipment with real-time detection function includes: a memory, a processor, and a mechanical rail train detection program with real-time detection function stored in the memory and runnable on the processor. When the mechanical rail train detection program with real-time detection function is executed by the processor, a mechanical rail train detection method with real-time detection function according to any one of claims 1 to 7 is implemented.

10. A computer program product, characterized in that The computer program product includes a mechanical rail train detection program with real-time detection function, and when the mechanical rail train detection program with real-time detection function is executed by a processor, it implements a mechanical rail train detection method with real-time detection function according to any one of claims 1 to 7.

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