Train integrity detection method and apparatus

Abstract

The application provides a train integrity detection method and device, comprising: segmenting and comparing a continuous track bed vibration signal to obtain an effective track bed vibration signal, and performing matching filtering and testing on the continuous track bed vibration signal according to basic information and the effective track bed vibration signal to obtain a real-time positioning result of the effective track bed vibration signal; when a train running state is normal running, determining a first measurement zone number occupied by the train according to the real-time positioning result; when the train running state is station-out acceleration or station-in deceleration, backtracking historical data of a preset measurement zone of a track to obtain a real-time head position and a real-time tail position of the train, and determining a second measurement zone number occupied by the train according to the real-time positioning result, the real-time head position and the real-time tail position; and judging the integrity of the train in the train running state according to the first measurement zone number or the second measurement zone number to obtain an integrity judgment result. The application realizes the technical problem of determining the integrity of the train.

Description

Technical Field

[0001] This invention relates to the field of train integrity assessment technology, specifically to a train integrity detection method and apparatus. Background Technology

[0002] To determine the integrity of a train during operation, the vibration signal of the track bed generated by the train running on the track can be used. The signal used in the extraction of small signal segments of the vibration signal of the track bed by fiber optic grating sensing is the vibration signal generated by different rail transit trains when passing through the same test area of ​​the optical cable. The optical cable test area refers to the distributed vibration sensor composed of ultra-weak fiber array (UWFBG) based on fiber optic sensing technology laid in the rail transit tunnel.

[0003] In existing technologies, after obtaining the vibration signal of the rail transit track bed, although the effective train signal segment can be directly identified through RMS measurement and other methods, the distributed vibration sensors deployed on the rail transit track bed are easily affected by external vibrations. Since the effective train signal segment has a relatively low signal-to-noise ratio compared to the track bed signal, the direct measurement method has a significant impact on the signal identification result, and it is impossible to further calculate and obtain effective positioning information, thus making it impossible to determine the integrity of the train based on the effective information.

[0004] Therefore, there is an urgent need to propose a train integrity detection method and device to solve the technical problem that the effective train signal segment has a low signal-to-noise ratio relative to the track bed signal in the existing technology, making it impossible to locate the effective train signal and thus making it impossible to determine the train integrity. Summary of the Invention

[0005] In view of this, it is necessary to provide a train integrity detection method and device to solve the technical problem that the effective train signal segment has a low signal-to-noise ratio relative to the track bed signal in the existing technology, making it impossible to locate the effective train signal and thus making it impossible to determine the train integrity.

[0006] On one hand, the present invention provides a train integrity detection method, comprising:

[0007] The system acquires continuous track bed vibration signals detected by fiber optic grating sensors during the train's journey through a pre-defined track area, as well as basic information about the train during its journey, including its running status.

[0008] The continuous track bed vibration signal is segmented and compared to obtain an effective track bed vibration signal. Based on the basic information and the effective track bed vibration signal, the continuous track bed vibration signal is matched, filtered, and tested to obtain the real-time positioning result of the effective track bed vibration signal.

[0009] When the train is in normal operating condition, the number of first measurement zones occupied by the train is determined based on the real-time positioning results;

[0010] When the train is accelerating out of the station or decelerating upon entering the station, the historical data of the preset track measurement area is backtracked to obtain the real-time position of the front and rear of the train. Based on the real-time positioning results, the real-time position of the front and the real-time position of the rear, the number of second measurement areas occupied by the train is determined.

[0011] The integrity of the train under the train's operating state is judged based on the first or second test area number to obtain an integrity judgment result.

[0012] In some possible implementations, the step of segmenting and comparing the continuous track bed vibration signal to obtain the effective track bed vibration signal includes:

[0013] The continuous vibration signal is segmented to obtain at least one small signal segment;

[0014] The root mean square value corresponding to each small signal segment is calculated.

[0015] The root mean square value is compared according to a preset comparison threshold to determine at least one valid traffic signal segment in each small signal segment;

[0016] The effective track bed vibration signal is obtained by splicing together the at least one effective traffic signal segment.

[0017] In some possible implementations, the basic information includes the sequence characteristics of the train;

[0018] The step of performing matched filtering and testing on the continuous track bed vibration signal based on the basic information and the effective track bed vibration signal to obtain the real-time positioning result of the effective track bed vibration signal includes:

[0019] Based on the sequence characteristics, the wheel-rail signal segment corresponding to the effective track bed vibration signal of the train is extracted, and the continuous track bed vibration signal is matched and filtered based on the wheel-rail signal segment to obtain the matched filtered signal;

[0020] The matched filter signal is calculated according to a preset calculation method to obtain the extreme point information of the matched filter signal;

[0021] The matched filter signal is calculated based on the extreme point information to obtain the upward trend point and the downward trend point;

[0022] The effective track bed vibration signal is located in real time based on the upward trend point, the downward trend point, and the time axis of the continuous track bed vibration signal to obtain the real-time positioning result.

[0023] In some possible implementations, the basic information includes the length of a single carriage of the train;

[0024] The step of determining the number of first survey areas occupied by the train based on the real-time positioning results includes:

[0025] Based on the train's location information and the length of a single carriage in the real-time positioning results, the number of first measurement zones occupied by the train is determined.

[0026] In some possible implementations, the step of backtracking historical data of the preset track measurement area to obtain the real-time position of the train's front and rear, and determining the number of second measurement areas occupied by the train based on the real-time positioning results, the real-time position of the train's front, and the real-time position of the train's rear, includes:

[0027] By backtracking the historical data of the preset track measurement area, the real-time position of the train's front end is obtained when the train's front end enters the preset track measurement area and is detected by the fiber optic grating sensor.

[0028] When the front of the train is detected by the fiber optic grating sensor, the real-time position of the rear of the train is determined according to the rear sensor of the train.

[0029] The number of second survey areas occupied by the train is determined based on the real-time position of the front of the train, the real-time position of the rear of the train, and the length of a single carriage.

[0030] In some possible implementations, the real-time positioning result includes the travel time of the train through the preset measurement area of ​​the track;

[0031] The step of judging the integrity of the train under the train's operating state based on the first test area number to obtain an integrity judgment result includes:

[0032] When the train is in normal operation, an integrity detection threshold range is set; the integrity detection threshold range includes a first threshold range for the number of occupied test areas, a second threshold range for the number of occupied test areas, and a threshold range for the time to pass through the test area.

[0033] When the number of the first test areas is within the threshold range of the number of occupied test areas, the integrity determination result is that the integrity is normal.

[0034] When the number of the first test area is within the threshold range of the number of occupied test areas, and the passage time is within the threshold range of the passage time of the test area, the integrity determination result is that the integrity is normal and the transition is ready.

[0035] When the number of the first measurement area is not within the threshold range of the number of the first occupied measurement area and the threshold range of the number of the second occupied measurement area, the integrity determination result is signal abnormality or integrity abnormality.

[0036] In some possible implementations, the step of judging the integrity of the train under the train's operating state based on the second test area number to obtain an integrity judgment result includes:

[0037] When the train is in the outgoing acceleration state, an integrity detection threshold interval is set; the integrity detection threshold interval includes a third occupancy test area number threshold interval and a fourth occupancy test area number threshold interval.

[0038] When the number of the second test area falls within the threshold range of the number of occupied test areas, the integrity determination result is that the integrity is normal.

[0039] When the number of the second test area is within the threshold range of the number of the fourth occupied test area, the integrity determination result is that the integrity is normal and the transition is ready.

[0040] When the train is in the process of decelerating upon entering a station, the set integrity detection threshold interval includes the fifth occupancy test area number threshold interval and the sixth occupancy test area number threshold interval.

[0041] When the number of the second test area falls within the threshold range of the fifth occupied test area, the integrity determination result is that the integrity is normal.

[0042] When the number of the second test area falls within the threshold range of the sixth occupied test area, the integrity determination result is either signal abnormality or integrity abnormality.

[0043] In some possible implementations, acquiring the continuous track bed vibration signal detected by the fiber optic grating sensor during the train's travel in the preset track measurement area includes:

[0044] The track's preset measurement area is monitored by an optical fiber sensing system; the optical fiber sensing system includes an optical fiber sensing array and a preset interferometer; the optical fiber sensing array includes a preset number of fiber optic grating sensors;

[0045] When each fiber Bragg grating sensor detects a vibration signal, a pulsed light signal corresponding to the first time is obtained based on the first time when each fiber Bragg grating sensor detects the vibration signal; wherein, each fiber Bragg grating sensor is spaced apart by a preset distance, so the time when each fiber Bragg grating sensor detects the vibration signal is different, and the first time when the pulsed light signal is obtained is different;

[0046] The preset interferometer processes all pulse optical signals from the preset number of fiber optic grating sensors to obtain continuous track bed vibration signals.

[0047] In some possible implementations, after determining the integrity of the train under the train's operating state based on the first or second number of test areas and obtaining the integrity determination result, the method further includes:

[0048] Obtain the integrity determination results of a preset number of track preset test areas that have been detected during the train's operation;

[0049] When the integrity determination results of the preset number of consecutive track preset test areas meet the preset reporting conditions, the integrity determination results of the train will be reported.

[0050] On the other hand, the present invention also provides a train integrity detection device, comprising:

[0051] The signal acquisition module is used to acquire the continuous track bed vibration signal detected by the fiber optic grating sensor during the train's travel in the preset track measurement area, as well as the basic information of the train during its travel; the basic information includes the train's travel status.

[0052] The information processing module is used to perform segmented comparison processing on the continuous track bed vibration signal to obtain the effective track bed vibration signal, and to perform matched filtering and testing on the continuous track bed vibration signal based on the basic information and the effective track bed vibration signal to obtain the real-time positioning result of the effective track bed vibration signal.

[0053] The first measurement area number determination module is used to determine the number of first measurement areas occupied by the train based on the real-time positioning results when the train is in normal driving status.

[0054] The second measurement zone number determination module is used to backtrack the historical data of the preset measurement zone of the track when the train is in the state of accelerating out of the station or decelerating into the station, to obtain the real-time position of the front and rear of the train, and to determine the number of second measurement zones occupied by the train based on the real-time positioning results, the real-time position of the front and the real-time position of the rear.

[0055] The result determination module is used to determine the integrity of the train under the train's operating state based on the first test area number or the second test area number, and obtain the integrity determination result.

[0056] The beneficial effects of the above embodiments are as follows: The train integrity detection method provided by the present invention enhances the signal-to-noise ratio of the continuous track bed vibration signal by performing matched filtering on the effective track bed vibration signal. This solves the technical problem of errors in the measurement of the effective track bed vibration signal due to low signal-to-noise ratio, thus preventing real-time positioning of the effective track bed vibration signal. Furthermore, the real-time positioning results of the train can be used to determine the number of measurement zones for the train in different train operating states, thereby obtaining the integrity of the train in the corresponding train operating state and solving the technical problem of being unable to determine the train integrity. Attached Figure Description

[0057] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0058] Figure 1 This is a schematic flowchart of an embodiment of the train integrity detection method provided by the present invention;

[0059] Figure 2 A schematic diagram of the basic structure of an embodiment of the fiber optic sensing system provided by the present invention;

[0060] Figure 3 A schematic diagram of a coordinate system for an embodiment of a segment of continuous track bed vibration signal for an effective traffic signal provided by the present invention;

[0061] Figure 4 A coordinate system schematic diagram of an embodiment of the effective vehicle signal extraction and splicing processing results provided by the present invention;

[0062] Figure 5 A coordinate system schematic diagram of an embodiment of the matched filtering result of the effective track bed vibration signal provided by the present invention;

[0063] Figure 6 A schematic diagram of a coordinate system for an embodiment of the extraction results of rising and falling trend points of RMS extreme points of matched filtered signals provided by the present invention;

[0064] Figure 7 A schematic diagram of a coordinate system for an embodiment of the train occupancy identification result under normal train operation provided by the present invention;

[0065] Figure 8 A coordinate system schematic diagram of an embodiment of the train occupancy zone identification result in the station departure state provided by the present invention;

[0066] Figure 9 This is a schematic diagram of an embodiment of the train integrity detection device provided by the present invention;

[0067] Figure 10 A schematic diagram of an embodiment of the electronic device provided by the present invention. Detailed Implementation

[0068] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0069] Some of the block diagrams shown in the accompanying drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor systems and / or microcontroller systems.

[0070] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0071] This invention provides a train integrity detection method and apparatus, which will be described below.

[0072] Figure 1 This is a schematic flowchart of an embodiment of the train integrity detection method provided by the present invention, as shown below. Figure 1 As shown, the train integrity detection method includes:

[0073] S101. Acquire the continuous track bed vibration signal detected by the fiber optic grating sensor during the train's travel in the preset track measurement area, as well as the basic information of the train during its travel; the basic information includes the train's travel status.

[0074] S102. The continuous track bed vibration signal is segmented and compared to obtain an effective track bed vibration signal. Based on the basic information and the effective track bed vibration signal, the continuous track bed vibration signal is matched, filtered, and tested to obtain the real-time positioning result of the effective track bed vibration signal.

[0075] S103. When the train is in normal driving condition, determine the number of first measurement areas occupied by the train based on the real-time positioning results.

[0076] S104. When the train is in the state of accelerating out of the station or decelerating upon entering the station, the historical data of the preset track measurement area is backtracked to obtain the real-time position of the front and rear of the train, and the number of second measurement areas occupied by the train is determined based on the real-time positioning results, the real-time position of the front and the real-time position of the rear.

[0077] S105. The integrity of the train under the train's operating state is judged based on the first test area number or the second test area number to obtain an integrity judgment result.

[0078] Compared with existing technologies, this invention uses matched filtering of the continuous track bed vibration signal with the effective track bed vibration signal, which enhances the signal-to-noise ratio (SNR) of the continuous track bed vibration signal. This solves the technical problem of errors in measuring the effective track bed vibration signal due to low SNR, making real-time positioning of the effective track bed vibration signal impossible. Furthermore, the real-time positioning results of the train can be used to determine the number of measurement zones for the train in different train operating states, thus obtaining the integrity of the train in the corresponding operating state and solving the technical problem of being unable to determine the train's integrity.

[0079] It should be understood that the embodiments of the present invention are applied to a train intelligent sensing system. In a certain rail transit line, in order to sense vibration signals in the rail transit tunnel, optical cables need to be laid in the track bed. The entire process of acquiring, processing, and outputting optical cable data is completed by the train intelligent sensing system. The rail transit line may include multiple preset track measurement areas for rail transit tunnels. When the train passes through the corresponding preset track measurement area, the vibration signals detected in the preset track measurement area can be sensed, thereby determining the integrity of the train within the preset track measurement area.

[0080] In a specific embodiment of the present invention, the train intelligent sensing system may include a sensing optical cable, a demodulation instrument and demodulation system, a signal processing module, and a system host. Internal data is communicated via an internal data exchange network, and data collected by ground signal equipment is communicated to the train intelligent sensing system in real time via a ground signal sensor network. The system's operating status is output by an external power supply panel, the system data processing results are output by a monitoring and maintenance machine with a human-machine interface, and the data is stored on a data storage server and monitored in real time by system operation and maintenance personnel.

[0081] The intelligent train sensing system consists of two or more vibration optical cables laid alongside the track or in pre-reserved slots in the track slab. Each sensing optical cable can independently achieve real-time sensing of the train's operating status and is equipped with independent subsequent demodulation and data processing modules. Therefore, these optical cables can all be used as primary or backup optical cables. If one optical cable is identified as the primary or backup optical cable within a communication cycle of the host, the remaining optical cables are automatically identified as redundant optical cables to improve system redundancy. The primary and backup optical cables can be switched in real time, meaning all optical cable channels serve as backups for each other. In a certain rail transit line, the intelligent train sensing system can communicate in real time with each optical cable and intelligently select a channel or fuse data as the final output. If the intelligent train sensing system does not receive any message from a channel within the communication timeout period, the intelligent train sensing system considers the communication with that channel interrupted, outputs an alarm message, and switches to a redundant channel in real time.

[0082] The demodulation instrument and demodulation system in the train intelligent sensing system will demodulate the optical signals collected by the sensing optical cables and transmit them to the signal processing module for further processing. At the same time, data from different sensing optical cables will be demodulated by independent demodulation instrument modules to ensure the security of data transmission.

[0083] The train intelligent sensing system employs two sets of mutually redundant data processing modules, using a redundant internal data signal network to achieve real-time communication and cross-validation of processing results. Under normal operating conditions, mutual verification is possible, and in the event of a problem in either system, real-time switching and reporting are possible. Within each data processing module, the specific execution of the data processing algorithm is achieved by two independent safety computers within the computing module. The working modules of these two computers also enable mutual verification and real-time switching and reporting in case of abnormal operating conditions. Under normal operating conditions, each backup system has two safety computers executing the real-time positioning algorithm. The output results of each primary and backup system are determined through cross-validation comparison of the output results of the two computers, and then the final output result is determined through further cross-validation comparison of the primary and backup output results. The final output result includes extracted train signals, train passage time through the measurement area, and other information. The cross-validation significantly improves the robustness and safety of the algorithm.

[0084] It should be noted that, in order to obtain the continuous track bed vibration signal of the train, in some embodiments of the present invention, step S101 includes:

[0085] The track's preset measurement area is monitored by an optical fiber sensing system; the optical fiber sensing system includes an optical fiber sensing array and a preset interferometer; the optical fiber sensing array includes a preset number of fiber optic grating sensors;

[0086] When each fiber Bragg grating sensor detects a vibration signal, a pulsed light signal corresponding to the first time is obtained based on the first time when each fiber Bragg grating sensor detects the vibration signal; wherein, each fiber Bragg grating sensor is spaced apart by a preset distance, so the time when each fiber Bragg grating sensor detects the vibration signal is different, and the first time when the pulsed light signal is obtained is different;

[0087] The preset interferometer processes all pulse optical signals from the preset number of fiber optic grating sensors to obtain continuous track bed vibration signals.

[0088] In specific embodiments of the present invention, such as Figure 2 As shown, a light source generated by a narrow-bandwidth laser is sent to an electro-optic modulator (EOM), which modulates it into a pulsed light signal. This signal is then amplified by an erbium-doped fiber amplifier (EDEA) and injected into a sensing fiber array laid within the large structure being monitored via circulator 1. The fiber sensing array consists of n fiber gratings, FBG1, FBG2, FBG3, ..., FBGn, with a spacing of L. When the sensing fiber detects strain changes caused by external vibration, each grating in the fiber sensing array returns a pulsed light signal at different times. These reflected pulsed light signals pass through circulator 1 and enter an unbalanced Michelson interferometer.

[0089] The Michelson interferometer consists of a set of 3×3 couplers, two Faraday mirrors, and a length of time-delay fiber. The length of the time-delay fiber is the same as the spacing of the fiber optic sensing array, both being L. When the interferometer receives a pulsed light signal from circulator 2, it first decomposes each pulsed light into two identical pulsed light beams, which are then reflected by the two Faraday mirrors through the time-delay fiber and without passing through the time-delay fiber, respectively. Since the pulsed light signal reflected back from the i-th grating through the time-delay fiber is the same as the pulsed light signal reflected from the i-th grating in the entire fiber optic sensing system, the pulsed light signal reflected back from the i-th grating through the time-delay fiber is the same as the pulsed light signal reflected from the i-th grating through the time-delay fiber. (i+1) The pulsed light signals reflected back from the two gratings without passing through the delay fiber travel the same optical path. Therefore, the two will meet and interfere at the 3×3 coupler, eventually generating a coherent optical signal.

[0090] For each coherent optical signal, utilizing the characteristic that the change in external strain is proportional to the phase of the interference signal, coherent demodulation is applied to demodulate the coherent optical signal and reconstruct the strain change information. Finally, this information is sent to the host computer (PD1, PD2, PD3) for further data processing to obtain the track bed vibration signal, which can be read by the monitoring party. All track bed vibration signals in the preset track monitoring area are combined in chronological order to obtain the continuous track bed vibration signal. For example... Figure 3 The image shows a segment of continuous track bed vibration signal from a pre-set track measurement area, containing one valid train operation signal.

[0091] In some embodiments of the present invention, step S102 includes:

[0092] The continuous vibration signal is segmented to obtain at least one small signal segment;

[0093] The root mean square value corresponding to each small signal segment is calculated.

[0094] The root mean square value is compared according to a preset comparison threshold to determine at least one valid traffic signal segment in each small signal segment;

[0095] The effective track bed vibration signal is obtained by splicing together the at least one effective traffic signal segment.

[0096] It should be noted that after acquiring segments of continuous track bed vibration signals, in order to obtain effective traffic signals, these segments can be truncated to the same time length to extract multiple smaller signal segments. Furthermore, the root mean square value (RMS) of each smaller signal segment can be calculated separately. The calculation is shown in Formula 1:

[0097]

[0098] After obtaining the root mean square (RMS) value corresponding to each small signal segment, the RMS values ​​can be compared using a preset comparison threshold. Small signal segments with RMS values ​​greater than the preset threshold are identified as valid train signal segments, thus obtaining multiple valid train signal segments. These multiple valid train signal segments are then spliced ​​together to obtain the valid track bed vibration signal. The preset comparison threshold can be set according to actual conditions; this embodiment of the invention does not impose any limitations on it. Figure 4 As shown, Figure 4 To set the small signal sampling interval to 0.01 times the sampling rate and the RMS measurement comparison threshold to 0.50, the effective track bed vibration signal after extraction and splicing was obtained.

[0099] In some embodiments of the present invention, the basic information includes the sequence characteristics of the train; step S102 includes:

[0100] Based on the sequence characteristics, the wheel-rail signal segment corresponding to the effective track bed vibration signal of the train is extracted, and the continuous track bed vibration signal is matched and filtered based on the wheel-rail signal segment to obtain the matched filtered signal;

[0101] The matched filter signal is calculated according to a preset calculation method to obtain the extreme point information of the matched filter signal;

[0102] The matched filter signal is calculated based on the extreme point information to obtain the upward trend point and the downward trend point;

[0103] The effective track bed vibration signal is located in real time based on the upward trend point, the downward trend point, and the time axis of the continuous track bed vibration signal to obtain the real-time positioning result.

[0104] It should be noted that the sequence characteristics of a train can be determined according to the train operation manual. For example, the sequence characteristics can be that a complete rail transit train consists of a locomotive, a tail section, and five carriages. Each locomotive and tail section contains one set of wheel-rail, and each carriage section contains two sets of wheel-rail.

[0105] In a specific embodiment of the present invention, wheel-rail signal segments can be extracted based on sequence characteristics, such as the wheel-rail signal segment at the front of the train, the wheel-rail signal segment at the rear of the train, or the wheel-rail signal segments of the other two sets of wheel rails in the carriage. Matched filtering of the effective track bed vibration signal using wheel-rail signal segments can increase the signal-to-noise ratio of the train signal on the continuous track bed vibration signal, such as... Figure 5 As shown, the amplitude of the measured area information after matched filtering in the coordinate system is 10. 6 The RMS test result was 10. 5 . Figure 5 For Figure 4 Taking the effective track bed vibration signal as an example, the result is obtained by matching filtering the continuous track bed vibration signal using the first pair of wheel-rail signal segments of the first carriage of the train signal. Based on... Figure 5 The original track bed vibration signal (continuous track bed vibration signal) and the information after matched filtering show that using the vibration signal of the first pair of wheel-rail tracks from the first carriage of the train signal to perform matched filtering on the continuous track bed vibration signal effectively enhances the signal-to-noise ratio of the effective track bed vibration signal on the continuous track bed vibration signal. This avoids problems such as RMS measurement errors caused by the low signal-to-noise ratio of the train signal to the track bed signal due to small vibrations caused by non-train factors interfering with the track bed signal. Figure 6As shown, RMS measurement can also be used to measure matched filter information. After RMS measurement, the matched filter signal retains the time length characteristics of the original effective signal to the greatest extent, and the extreme values ​​of the matched filter signal are calculated. This allows for the extraction of extreme points from the RMS measurement results. For example, by selecting 6% as a threshold, the upward and downward trend points are calculated based on the threshold and compared with the extreme points. The comparison results are shown below. Figure 6 The matched-filtered information, the RMS value of the matched-filtered information, the points where the RMS extreme values ​​rise and fall are extracted, and the amplitude of the matched-filtered survey area information in the coordinate system is 10. 6 The RMS test result was 10. 5 After obtaining the upward and downward trend points, the effective train signal segment can be located in real time based on the time axis of the upward and downward trend points and the corresponding continuous track bed vibration signal, and the real-time positioning result can be obtained. For example, the entry time of the preset track measurement area can be determined to be 65.4603 seconds and the departure time of the preset track measurement area can be determined to be 73.414 seconds.

[0106] This invention employs a combined processing method of matched filtering and RMS measurement to extract valid train signal segments from the track bed signals, thereby achieving effective identification and real-time positioning of train signals.

[0107] In some embodiments of the present invention, the basic information includes the length of a single carriage of the train; step S103 includes:

[0108] Based on the train's location information and the length of a single carriage in the real-time positioning results, the number of first measurement zones occupied by the train is determined.

[0109] It should be noted that the train's driving status can be divided into normal driving, acceleration upon leaving the station, and deceleration upon entering the station. The number of measurement areas can be determined according to different train driving statuses. The train driving status can be set according to the actual situation, and this embodiment of the invention does not impose any restrictions on it.

[0110] In a specific embodiment of the present invention, the number of the first measurement zone occupied by the train can be determined by the real-time positioning results of the effective track bed vibration signals in the continuous track bed vibration signals. The location of the front and rear of the train can be determined from the real-time positioning results. Based on the location of the front and rear of the train and the length of a single carriage, the number of the first measurement zone is calculated. Figure 7 As shown, the amplitude of the measured area information after matched filtering in the coordinate system is 10. 6 The RMS test result was 10. 5This indicates that the entry time of the preset track measurement area is 65.4603 seconds, the departure time of the preset track measurement area is 73.414 seconds, and the RMS of the rear of the train when the front of the train enters the measurement area.

[0111] In some embodiments of the present invention, step S104 includes:

[0112] By backtracking the historical data of the preset track measurement area, the real-time position of the train's front end is obtained when the train's front end enters the preset track measurement area and is detected by the fiber optic grating sensor.

[0113] When the front of the train is detected by the fiber optic grating sensor, the real-time position of the rear of the train is determined according to the rear sensor of the train.

[0114] The number of second survey areas occupied by the train is determined based on the real-time position of the front of the train, the real-time position of the rear of the train, and the length of a single carriage.

[0115] It should be noted that the entry time of the preset track measurement area can be obtained, historical data can be backtracked, and the real-time position of the rear of the train can be obtained when the train enters the preset track measurement area (the front of the train is detected by the fiber optic grating sensor). The real-time position of the rear of the train can be marked by the RMS signal identified by the rear sensor.

[0116] In specific embodiments of the present invention, such as Figure 8 As shown, the amplitude of the measured area information after matched filtering in the coordinate system is 10. 6 The RMS test result was 10. 5 This indicates that the entry time of the preset track measurement area is 25.5024 seconds, the departure time of the preset track measurement area is 33.7086 seconds, and the RMS of the rear of the train when the front enters the measurement area. The number of second measurement areas occupied by the train can be calculated based on the real-time positions of the front and rear of the train when it enters the measurement area, and the length of a single carriage.

[0117] In some embodiments of the present invention, the real-time positioning result includes the travel time of the train through the preset track measurement area; step S105 includes:

[0118] When the train is in normal operation, an integrity detection threshold range is set; the integrity detection threshold range includes a first threshold range for the number of occupied test areas, a second threshold range for the number of occupied test areas, and a threshold range for the time to pass through the test area.

[0119] When the number of the first test areas is within the threshold range of the number of occupied test areas, the integrity determination result is that the integrity is normal.

[0120] When the number of the first test area is within the threshold range of the number of occupied test areas, and the passage time is within the threshold range of the passage time of the test area, the integrity determination result is that the integrity is normal and the transition is ready.

[0121] When the number of the first measurement area is not within the threshold range of the number of the first occupied measurement area and the threshold range of the number of the second occupied measurement area, the integrity determination result is signal abnormality or integrity abnormality.

[0122] It should be noted that the number of test areas occupied by a train during normal operation is relatively fixed. However, during the deceleration and acceleration phases before and after the train enters the station, the effective signal length obtained by intercepting and splicing increases due to the reduced train speed. Consequently, the calculation results for the occupancy time and the number of test areas occupied will increase. Based on this pattern, the integrity detection threshold ranges corresponding to the normal operation, deceleration, and deceleration states can be set separately.

[0123] In a specific embodiment of the present invention, the integrity detection threshold interval may include an interval of the number of test areas occupied (number of test areas) and an interval of the time spent passing through the test area (seconds). The integrity detection threshold intervals corresponding to each train's operating state are shown in Table 1:

[0124] Table 1. Integrity detection threshold ranges for each train status

[0125]

[0126]

[0127] Under normal driving conditions, when the number of the first test area is 26, it can be determined that the number of the first test area meets the judgment result of the number of occupied test areas with normal integrity. Figure 7 Subtracting the departure time of the preset track measurement area from the entry time of 65.4603 seconds, which is 73.414 seconds, we can obtain the train's passage time through the measurement area as 7.9537 seconds. This meets the judgment result of normal integrity passage time, so the train's integrity judgment result is normal.

[0128] In some embodiments of the present invention, step S105 includes:

[0129] When the train is in the outgoing acceleration state, an integrity detection threshold interval is set; the integrity detection threshold interval includes a third occupancy test area number threshold interval and a fourth occupancy test area number threshold interval.

[0130] When the number of the second test area falls within the threshold range of the number of occupied test areas, the integrity determination result is that the integrity is normal.

[0131] When the number of the second test area is within the threshold range of the number of the fourth occupied test area, the integrity determination result is that the integrity is normal and the transition is ready.

[0132] When the train is in the process of decelerating upon entering a station, the set integrity detection threshold interval includes the fifth occupancy test area number threshold interval and the sixth occupancy test area number threshold interval.

[0133] When the number of the second test area falls within the threshold range of the fifth occupied test area, the integrity determination result is that the integrity is normal.

[0134] When the number of the second test area falls within the threshold range of the sixth occupied test area, the integrity determination result is either signal abnormality or integrity abnormality.

[0135] It should be noted that during actual train operation, since the departure process mainly takes place on the platform, no integrity check is required in this state; only the state itself needs to be identified. Figure 8 As shown in Table 1, the detection results of the occupied measurement area during the train's departure acceleration state can be obtained. As can be seen from Table 1, when the train is in the departure acceleration state, the integrity judgment result can be "integrity normal" or "integrity normal, preparing for transition".

[0136] In a specific embodiment of the present invention, as shown in Table 1, when the train is in the state of accelerating out of the station, the integrity of the train can be judged according to the integrity detection threshold range. For example, when the number of the second test area is 15, it can be judged that the number of the second test area meets the judgment result of the number of test areas occupied for normal integrity. Therefore, the integrity judgment result of the train can be obtained as normal integrity.

[0137] In some embodiments of the present invention, after step S105, the method further includes:

[0138] Obtain the integrity determination results of a preset number of track preset test areas that have been detected during the train's operation;

[0139] When the integrity determination results of the preset number of consecutive track preset test areas meet the preset reporting conditions, the integrity determination results of the train will be reported.

[0140] It should be noted that, to prevent interference from abnormal signals such as approaching vehicles on the ground and objects, and cross-line optical cables, reporting conditions can be preset. After determining the integrity judgment result of the current track preset measurement area, if the integrity judgment result of the current track preset measurement area meets the transition state or the integrity abnormal state, then it is determined whether the integrity judgment results of the preset number of track preset measurement areas before the current track preset measurement area meet the transition state or the integrity abnormal state. If so, the abnormality is reported to the system to remind the staff. The preset reporting conditions and preset number can be set according to the actual situation, and this embodiment of the invention does not impose any limitations.

[0141] This invention enables the differentiation of train departure status, normal operation status, and abnormal operation status corresponding to valid train operation signals extracted in the real-time positioning step, as well as the calculation of the integrity of the operation status. Abnormal operation statuses are reported in real time based on the entry time of the measurement area, clarifying information such as the location of trains with integrity abnormalities and the number of measurement areas they occupy.

[0142] To better implement the train integrity detection method in this embodiment of the invention, correspondingly, this embodiment of the invention also provides a train integrity detection device, such as... Figure 9 As shown, the train integrity detection device includes:

[0143] The signal acquisition module 901 is used to acquire the continuous track bed vibration signal detected by the fiber optic grating sensor during the train's travel in the preset track measurement area, as well as the basic information of the train during its travel; the basic information includes the train's travel status.

[0144] The information processing module 902 is used to perform segmented comparison processing on the continuous track bed vibration signal to obtain the effective track bed vibration signal, and to perform matched filtering and testing on the continuous track bed vibration signal according to the basic information and the effective track bed vibration signal to obtain the real-time positioning result of the effective track bed vibration signal.

[0145] The first measurement area number determination module 903 is used to determine the number of first measurement areas occupied by the train based on the real-time positioning results when the train is in normal driving status.

[0146] The second measurement zone number determination module 904 is used to backtrack the historical data of the preset measurement zone of the track when the train is in the state of accelerating out of the station or decelerating into the station, to obtain the real-time position of the front and rear of the train, and to determine the number of second measurement zones occupied by the train based on the real-time positioning results, the real-time position of the front and the real-time position of the rear.

[0147] The result determination module 905 is used to determine the integrity of the train under the train's operating state based on the first test area number or the second test area number, and obtain an integrity determination result.

[0148] The train integrity detection device provided in the above embodiments can realize the technical solutions described in the above train integrity detection method embodiments. The specific implementation principles of each module or unit can be found in the corresponding content in the above train integrity detection method embodiments, and will not be repeated here.

[0149] like Figure 10 As shown, the present invention also provides an electronic device 1000. The electronic device 1000 includes a processor 1001, a memory 1002, and a display 1003. Figure 10 Only some components of the electronic device 1000 are shown, but it should be understood that it is not required to implement all the components shown, and more or fewer components may be implemented instead.

[0150] In some embodiments, memory 1002 may be an internal storage unit of electronic device 1000, such as a hard disk or memory of electronic device 1000. In other embodiments, memory 1002 may also be an external storage device of electronic device 1000, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc. equipped on electronic device 1000.

[0151] Furthermore, the memory 1002 may include both internal storage units of the electronic device 1000 and external storage devices. The memory 1002 is used to store application software and various types of data installed on the electronic device 1000.

[0152] In some embodiments, processor 1001 may be a central processing unit (CPU), microprocessor, or other data processing chip, used to run program code stored in memory 1002 or process data, such as the train integrity detection method of the present invention.

[0153] In some embodiments, display 1003 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 1003 is used to display information from electronic device 1000 and to display a visual user interface. Components 1001-1003 of electronic device 1000 communicate with each other via a system bus.

[0154] In some embodiments of the present invention, when the processor 1001 executes the train integrity detection program in the memory 1002, the following steps may be implemented:

[0155] The system acquires continuous track bed vibration signals detected by fiber optic grating sensors during the train's journey through a pre-defined track area, as well as basic information about the train during its journey, including its running status.

[0156] The continuous track bed vibration signal is segmented and compared to obtain an effective track bed vibration signal. Based on the basic information and the effective track bed vibration signal, the continuous track bed vibration signal is matched, filtered, and tested to obtain the real-time positioning result of the effective track bed vibration signal.

[0157] When the train is in normal operating condition, the number of first measurement zones occupied by the train is determined based on the real-time positioning results;

[0158] When the train is accelerating out of the station or decelerating upon entering the station, the historical data of the preset track measurement area is backtracked to obtain the real-time position of the front and rear of the train. Based on the real-time positioning results, the real-time position of the front and the real-time position of the rear, the number of second measurement areas occupied by the train is determined.

[0159] The integrity of the train under the train's operating state is judged based on the first or second test area number to obtain an integrity judgment result.

[0160] It should be understood that when the processor 1001 executes the train integrity detection program in the memory 1002, in addition to the functions mentioned above, it can also perform other functions, as can be found in the description of the corresponding method embodiments above.

[0161] Furthermore, the embodiments of the present invention do not specifically limit the type of the electronic device 1000 mentioned. The electronic device 1000 can be a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, laptop computer, or other portable electronic device. Exemplary embodiments of portable electronic devices include, but are not limited to, portable electronic devices running iOS, Android, Microsoft, or other operating systems. The aforementioned portable electronic device can also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the present invention, the electronic device 1000 may not be a portable electronic device, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0162] Accordingly, this application also provides a computer-readable storage medium for storing computer-readable programs or instructions. When the programs or instructions are executed by a processor, they can implement the train integrity detection method steps or functions provided in the above-described method embodiments.

[0163] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware (such as a processor, controller, etc.), and the computer program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0164] The train integrity detection method and device provided by the present invention have been described in detail above. Specific examples have been used to illustrate the principle and implementation of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the idea of ​​the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for detecting train integrity, characterized in that, include: During the train's journey through a pre-set track survey area, continuous track bed vibration signals detected by fiber optic grating sensors, as well as basic information about the train during its journey, are obtained. The basic information includes the train's operating status; The continuous track bed vibration signal is segmented and compared to obtain an effective track bed vibration signal. Based on the basic information and the effective track bed vibration signal, the continuous track bed vibration signal is matched, filtered, and tested to obtain the real-time positioning result of the effective track bed vibration signal. When the train is in normal operating condition, the number of first measurement zones occupied by the train is determined based on the real-time positioning results; When the train is accelerating out of the station or decelerating upon entering the station, the historical data of the preset track measurement area is backtracked to obtain the real-time position of the front and rear of the train. Based on the real-time positioning results, the real-time position of the front and the real-time position of the rear, the number of second measurement areas occupied by the train is determined. The integrity of the train under the train's operating state is judged based on the first or second test area number to obtain an integrity judgment result.

2. The train integrity detection method according to claim 1, characterized in that, The step of segmenting and comparing the continuous track bed vibration signal to obtain the effective track bed vibration signal includes: The continuous vibration signal is segmented to obtain at least one small signal segment; The root mean square value corresponding to each small signal segment is calculated. The root mean square value is compared according to a preset comparison threshold to determine at least one valid traffic signal segment in each small signal segment; The effective track bed vibration signal is obtained by splicing together the at least one effective traffic signal segment.

3. The train integrity detection method according to claim 1, characterized in that, The basic information includes the sequence characteristics of the train; The step of performing matched filtering and testing on the continuous track bed vibration signal based on the basic information and the effective track bed vibration signal to obtain the real-time positioning result of the effective track bed vibration signal includes: Based on the sequence characteristics, the wheel-rail signal segment corresponding to the effective track bed vibration signal of the train is extracted, and the continuous track bed vibration signal is matched and filtered based on the wheel-rail signal segment to obtain the matched filtered signal; The matched filter signal is calculated according to a preset calculation method to obtain the extreme point information of the matched filter signal; The matched filter signal is calculated based on the extreme point information to obtain the upward trend point and the downward trend point; The effective track bed vibration signal is located in real time based on the upward trend point, the downward trend point, and the time axis of the continuous track bed vibration signal to obtain the real-time positioning result.

4. The train integrity detection method according to claim 1, characterized in that, The basic information includes the length of a single carriage of the train; The step of determining the number of first survey areas occupied by the train based on the real-time positioning results includes: Based on the train's location information and the length of a single carriage in the real-time positioning results, the number of first measurement zones occupied by the train is determined.

5. The train integrity detection method according to claim 4, characterized in that, The process of backtracking historical data from the preset track measurement area to obtain the real-time positions of the train's front and rear, and determining the number of second measurement areas occupied by the train based on the real-time positioning results, the real-time positions of the train's front and rear, includes: By backtracking the historical data of the preset track measurement area, the real-time position of the train's front end is obtained when the train's front end enters the preset track measurement area and is detected by the fiber optic grating sensor. When the front of the train is detected by the fiber optic grating sensor, the real-time position of the rear of the train is determined according to the rear sensor of the train. The number of second survey areas occupied by the train is determined based on the real-time position of the front of the train, the real-time position of the rear of the train, and the length of a single carriage.

6. The train integrity detection method according to claim 1, characterized in that, The real-time positioning results include the travel time of the train through the preset measurement area of ​​the track. The step of judging the integrity of the train under the train's operating state based on the first test area number to obtain an integrity judgment result includes: When the train is in normal operation, an integrity detection threshold range is set; the integrity detection threshold range includes a first threshold range for the number of occupied test areas, a second threshold range for the number of occupied test areas, and a threshold range for the time to pass through the test area. When the number of the first test areas is within the threshold range of the number of occupied test areas, the integrity determination result is that the integrity is normal. When the number of the first test area is within the threshold range of the number of occupied test areas, and the passage time is within the threshold range of the passage time of the test area, the integrity determination result is that the integrity is normal and the transition is ready. When the number of the first measurement area is not within the threshold range of the number of the first occupied measurement area and the threshold range of the number of the second occupied measurement area, the integrity determination result is signal abnormality or integrity abnormality.

7. The train integrity detection method according to claim 1, characterized in that, The step of judging the integrity of the train under the train's operating state based on the second test area number to obtain an integrity judgment result includes: When the train is in the outgoing acceleration state, an integrity detection threshold interval is set; the integrity detection threshold interval includes a third occupancy test area number threshold interval and a fourth occupancy test area number threshold interval. When the number of the second test area falls within the threshold range of the number of occupied test areas, the integrity determination result is that the integrity is normal. When the number of the second test area is within the threshold range of the number of the fourth occupied test area, the integrity determination result is that the integrity is normal and the transition is ready. When the train is in the process of decelerating upon entering a station, the set integrity detection threshold interval includes the fifth occupancy test area number threshold interval and the sixth occupancy test area number threshold interval. When the number of the second test area falls within the threshold range of the fifth occupied test area, the integrity determination result is that the integrity is normal. When the number of the second test area falls within the threshold range of the sixth occupied test area, the integrity determination result is either signal abnormality or integrity abnormality.

8. The train integrity detection method according to claim 1, characterized in that, The acquisition of continuous track bed vibration signals detected by fiber optic grating sensors during the train's travel in the preset track measurement area includes: The track's preset measurement area is monitored by an optical fiber sensing system; the optical fiber sensing system includes an optical fiber sensing array and a preset interferometer; the optical fiber sensing array includes a preset number of fiber optic grating sensors; When each fiber Bragg grating sensor detects a vibration signal, a pulsed light signal corresponding to the first time is obtained based on the first time when each fiber Bragg grating sensor detects the vibration signal; wherein, each fiber Bragg grating sensor is spaced apart by a preset distance, so the time when each fiber Bragg grating sensor detects the vibration signal is different, and the first time when the pulsed light signal is obtained is different; The preset interferometer processes all pulse optical signals from the preset number of fiber optic grating sensors to obtain continuous track bed vibration signals.

9. The train integrity detection method according to claim 1, characterized in that, After determining the integrity of the train under its operating state based on the first or second measurement area number and obtaining the integrity determination result, the method further includes: Obtain the integrity determination results of a preset number of track preset test areas that have been detected during the train's operation; When the integrity determination results of the preset number of consecutive track preset test areas meet the preset reporting conditions, the integrity determination results of the train are reported.

10. A train integrity detection device, characterized in that, include: The signal acquisition module is used to acquire the continuous track bed vibration signal detected by the fiber optic grating sensor and the basic information of the train during its travel in the preset track measurement area. The basic information includes the train's operating status; The information processing module is used to perform segmented comparison processing on the continuous track bed vibration signal to obtain the effective track bed vibration signal, and to perform matched filtering and testing on the continuous track bed vibration signal based on the basic information and the effective track bed vibration signal to obtain the real-time positioning result of the effective track bed vibration signal. The first measurement area number determination module is used to determine the number of first measurement areas occupied by the train based on the real-time positioning results when the train is in normal driving status. The second measurement zone number determination module is used to backtrack the historical data of the preset measurement zone of the track when the train is in the state of accelerating out of the station or decelerating into the station, to obtain the real-time position of the front and rear of the train, and to determine the number of second measurement zones occupied by the train based on the real-time positioning results, the real-time position of the front and the real-time position of the rear. The result determination module is used to determine the integrity of the train under the train's operating state based on the first test area number or the second test area number, and obtain the integrity determination result.

Images