A method, device, electronic equipment and medium for monitoring turnout gap

Abstract

The present application relates to a method, device, electronic device and medium for monitoring a switch gap, and to the field of switch gap monitoring. The method includes obtaining a distance change diagram between a guardrail and a base rail and an amplitude change diagram of the guardrail when each train passes through a switch gap within a preset time period, determining the category of each train, and judging whether there is an abnormality in the guardrail when each train passes based on the category, distance change diagram and amplitude change diagram. If there is an abnormality, the abnormality level of the guardrail and the number of abnormalities of the guardrail are determined at each abnormality based on the corresponding distance change diagram and amplitude change diagram at the time of the abnormality, and judging whether the guardrail needs to be repaired based on the abnormality level and the proportion of the number of times. The present application has the effect of improving the efficiency and accuracy of guardrail repair.

Description

Technical Field

[0001] The present application relates to the field of turnout gap monitoring, and in particular to a turnout gap monitoring method, device, electronic equipment and medium. Background Art

[0002] With the rapid development and improvement of the railway network, there are more and more crisscrossing railways, and more and more turnouts are used in the process of railway construction. Turnouts are used for switching between tracks. The gap of the turnout is usually composed of a basic rail and a guardrail. The guardrail is used to prevent the train from derailing when switching tracks. The train wheels contact the guardrail, thereby guiding and preventing derailment. However, the guardrail is placed alone on one side of the basic rail and is subject to greater pressure from the train. When the guardrail becomes loose or other failures occur, the risk of train derailment increases. However, at present, the guardrail is only regularly maintained and inspected by relevant personnel. This maintenance and inspection method is inefficient and cannot detect abnormal conditions of the guardrail in time. Summary of the invention

[0003] In order to enable timely maintenance of abnormal guardrails at switch gaps, the present application provides a switch gap monitoring method, device, electronic equipment and medium.

[0004] In a first aspect, the present application provides a turnout gap monitoring method, which adopts the following technical solution:

[0005] A switch gap monitoring method, comprising:

[0006] Obtaining a distance change diagram between the guardrail and the base rail and an amplitude change diagram of the guardrail when each train passes through the switch gap within a preset time period;

[0007] Determine the category of each train, and judge whether the guardrail has an abnormality when each train passes by based on the category, the distance change graph, and the amplitude change graph;

[0008] If there is an abnormality, determining the abnormality level of the guardrail and the number of abnormalities of the guardrail at each abnormality based on the distance change graph and the amplitude change graph corresponding to the abnormality;

[0009] Whether the guardrail needs maintenance is determined based on the abnormality level and the frequency ratio, wherein the frequency ratio is the ratio of the number of abnormalities of the guardrail to the number of times all trains pass through the switch gap within the preset time period.

[0010] By adopting the above technical scheme, a distance change diagram between the guardrail and the basic rail and an amplitude change diagram of the guardrail are obtained when each train passes through the switch gap within a preset time period. The distance and amplitude can reflect the working condition of the guardrail when each train passes through the guardrail. In addition, the category of each train is determined. Different train categories have different influences on the guardrail due to the speed and weight of the train, and different requirements on the working state limit of the guardrail. Therefore, based on the category, distance change diagram and amplitude change diagram, it is judged whether there is an abnormality in the guardrail when each train passes. Comprehensive judgment of the abnormal situation of the guardrail through multiple dimensions can be more accurate. If there is an abnormality, the abnormal level of the guardrail and the number of abnormalities of the guardrail at each abnormality are determined based on the corresponding distance change diagram and amplitude change diagram at the time of the abnormality. Low abnormality level or small number of abnormalities may be caused by probabilistic problems. Therefore, judging whether the guardrail needs maintenance based on the abnormality level and the proportion of the number of times can make the maintenance of the guardrail more accurate and efficient.

[0011] In another possible implementation, judging whether the guardrail is abnormal when each train passes by based on the category, the distance change graph, and the amplitude change graph includes:

[0012] Obtaining the number of wheels on one side of each train, and determining the time when each wheel on one side passes through both ends of the guardrail, wherein the wheel on one side is the wheel passing through one side of the guardrail;

[0013] Determine from the first distance variation diagram a first distance from one end of the guardrail to the base rail when each wheel on one side passes the guardrail based on the time, and determine from the second distance variation diagram a second distance from the other end of the guardrail to the base rail when each wheel on one side passes the guardrail;

[0014] Determine whether there is a first abnormal wheel on each train based on the first distance and the second distance, the first abnormal wheel being a wheel whose first distance exceeds a preset distance threshold and / or whose second distance exceeds a preset distance threshold, wherein the preset distance threshold is determined according to the category of each train;

[0015] Determine a first quantity ratio of a first abnormal wheel to all wheels on one side of each train;

[0016] Determine the amplitude segment when each wheel on one side of each train passes the guardrail from the amplitude variation diagram based on the time;

[0017] Comparing each amplitude segment with a preset amplitude segment to determine whether there is an abnormal amplitude segment in the amplitude variation diagram of each train, wherein the preset amplitude segment is determined according to the category of each train;

[0018] If there is an abnormal amplitude segment, determining a second quantity ratio of the abnormal amplitude segment to all amplitude segments;

[0019] Determine a first score based on the first quantity proportion, the second quantity proportion, and the first coefficients corresponding to each;

[0020] A train whose first score reaches a first preset score threshold is determined to be abnormal when passing through the guardrail.

[0021] In another possible implementation, the determining the abnormality level of the guardrail and the number of abnormalities of the guardrail at each abnormality based on the distance change graph and the amplitude change graph corresponding to the abnormality includes:

[0022] Determine the number of times that the first score reaches a first preset score threshold as an abnormal number;

[0023] Determine the number of target abnormal wheels in the abnormal train, wherein the target abnormal wheels are wheels that belong to both the first abnormal wheel and the second abnormal wheel;

[0024] Determining a third quantity ratio of the target abnormal wheel to all the wheels on one side;

[0025] The abnormality level of the guardrail at each abnormality is determined based on the first score, the third quantity ratio, and the abnormal amplitude segment.

[0026] In another possible implementation, determining the abnormality level of the guardrail at each abnormality based on the first score, the third quantity ratio, and the abnormal amplitude segment includes:

[0027] Determine the maximum amplitude and the minimum amplitude in each abnormal amplitude segment in each abnormal train, and calculate the difference between the maximum and the minimum;

[0028] Determine a target abnormal amplitude segment whose difference reaches a preset difference in each abnormal train, and determine a fourth quantity ratio of the target abnormal amplitude segment to all abnormal amplitude segments in each abnormal train;

[0029] Determine a second score based on the first score, the third quantity proportion, the fourth quantity proportion, and the respective corresponding second coefficients;

[0030] A target score interval where the second score is located is determined from a plurality of preset score intervals, and a preset abnormality level corresponding to the target score interval is determined as the abnormality level when the secondary guard rail is abnormal.

[0031] In another possible implementation, judging whether the guardrail needs maintenance based on the abnormality level and the frequency ratio includes:

[0032] Determine an average abnormality level based on the abnormality level and the number of abnormalities;

[0033] Determine a third score based on the average abnormality level, the frequency ratio, and the third coefficients corresponding to each of them;

[0034] If the third score reaches a second preset score threshold, it is determined that the guardrail needs to be repaired.

[0035] In another possible implementation, the method further includes comparing each amplitude segment with a preset amplitude segment to determine whether there is an abnormal amplitude segment in the amplitude variation diagram of each train:

[0036] Calculating the similarity between each amplitude segment and a preset amplitude segment;

[0037] If there is an amplitude segment whose similarity does not reach the preset similarity threshold, the amplitude segment whose similarity does not reach the preset similarity threshold is determined as the abnormal amplitude segment.

[0038] In another possible implementation, the method further includes:

[0039] If the guardrail needs to be repaired, the number of the guardrail is obtained, and the number and prompt information are sent to the terminal device at the repair site.

[0040] In the second aspect, the present application provides a turnout gap monitoring device, which adopts the following technical solution:

[0041] A turnout gap monitoring device, comprising:

[0042] A variation diagram acquisition module is used to obtain a distance variation diagram between the guardrail and the base rail and an amplitude variation diagram of the guardrail when each train passes through a switch gap within a preset time period;

[0043] an abnormality judgment module, used for determining the category of each train, and judging whether the guardrail has an abnormality when each train passes by based on the category, the distance change graph and the amplitude change graph;

[0044] An abnormality determination module, for determining, if an abnormality exists, the abnormality level of the guardrail and the number of abnormalities of the guardrail at each abnormality based on the distance change graph and the amplitude change graph corresponding to the abnormality;

[0045] The maintenance judgment module is used to judge whether the guardrail needs maintenance based on the abnormality level and the frequency ratio, and the frequency ratio is the ratio of the number of abnormalities of the guardrail to the number of times all trains pass through the switch gap within the preset time period.

[0046] By adopting the above technical scheme, the change graph acquisition module obtains the distance change graph between the guardrail and the basic rail and the amplitude change graph of the guardrail when each train passes through the switch gap within a preset time period. The distance and amplitude can reflect the working condition of the guardrail when each train passes through the guardrail. In addition, the category of each train is determined. Different train categories have different influences on the guardrail due to the speed and weight of the train, and different requirements on the working state limit of the guardrail. Therefore, the abnormality judgment module judges whether there is an abnormality in the guardrail when each train passes based on the category, distance change graph and amplitude change graph. Comprehensive judgment of the abnormal situation of the guardrail through multiple dimensions can be more accurate. If there is an abnormality, the abnormality determination module determines the abnormality level of the guardrail and the number of abnormalities of the guardrail at each abnormality based on the corresponding distance change graph and amplitude change graph at the time of the abnormality. Low abnormality level or small number of abnormalities may be caused by probabilistic problems. Therefore, the maintenance judgment module judges whether the guardrail needs maintenance based on the abnormality level and the proportion of the number of times, which can make the maintenance of the guardrail more accurate and efficient.

[0047] In another possible implementation, the category includes freight and passenger transport, the distance change graph includes a first distance change graph and a second distance change graph, the first distance change graph and the second distance change graph are graphs of distances from both ends of the guardrail to the base rail over time, and the abnormality judgment module judges whether there is an abnormality in the guardrail when each train passes by based on the category, the distance change graph, and the amplitude change graph, specifically for:

[0048] Obtaining the number of wheels on one side of each train, and determining the time when each wheel on one side passes through both ends of the guardrail, wherein the wheel on one side is the wheel passing through one side of the guardrail;

[0049] Determine from the first distance variation diagram a first distance from one end of the guardrail to the base rail when each wheel on one side passes the guardrail based on the time, and determine from the second distance variation diagram a second distance from the other end of the guardrail to the base rail when each wheel on one side passes the guardrail;

[0050] Determine whether there is a first abnormal wheel on each train based on the first distance and the second distance, the first abnormal wheel being a wheel whose first distance exceeds a preset distance threshold and / or whose second distance exceeds a preset distance threshold, wherein the preset distance threshold is determined according to the category of each train;

[0051] Determine a first quantity ratio of a first abnormal wheel to all wheels on one side of each train;

[0052] Determine the amplitude segment when each wheel on one side of each train passes the guardrail from the amplitude variation diagram based on the time;

[0053] Comparing each amplitude segment with a preset amplitude segment to determine whether there is an abnormal amplitude segment in the amplitude variation diagram of each train, wherein the preset amplitude segment is determined according to the category of each train;

[0054] If there is an abnormal amplitude segment, determining a second quantity ratio of the abnormal amplitude segment to all amplitude segments;

[0055] Determine a first score based on the first quantity proportion, the second quantity proportion, and the first coefficients corresponding to each;

[0056] A train whose first score reaches a first preset score threshold is determined to be abnormal when passing through the guardrail.

[0057] In another possible implementation, a train whose first score reaches a preset score threshold is an abnormal train, and a wheel corresponding to the abnormal amplitude segment is a second abnormal wheel. The abnormality determination module determines the abnormality level of the guardrail and the number of abnormalities of the guardrail at each abnormality based on the distance change graph and the amplitude change graph corresponding to the abnormality, specifically for:

[0058] Determine the number of times that the first score reaches a first preset score threshold as an abnormal number;

[0059] Determine the number of target abnormal wheels in the abnormal train, wherein the target abnormal wheels are wheels that belong to both the first abnormal wheel and the second abnormal wheel;

[0060] Determining a third quantity ratio of the target abnormal wheel to all the wheels on one side;

[0061] The abnormality level of the guardrail at each abnormality is determined based on the first score, the third quantity ratio, and the abnormal amplitude segment.

[0062] In another possible implementation, when the abnormality determination module determines the abnormality level of the guardrail at each abnormality based on the first score, the third quantity proportion, and the abnormal amplitude segment, it is further configured to:

[0063] Determine the maximum amplitude and the minimum amplitude in each abnormal amplitude segment in each abnormal train, and calculate the difference between the maximum and the minimum;

[0064] Determine a target abnormal amplitude segment whose difference reaches a preset difference in each abnormal train, and determine a fourth quantity ratio of the target abnormal amplitude segment to all abnormal amplitude segments in each abnormal train;

[0065] Determine a second score based on the first score, the third quantity proportion, the fourth quantity proportion, and the respective corresponding second coefficients;

[0066] A target score interval where the second score is located is determined from a plurality of preset score intervals, and a preset abnormality level corresponding to the target score interval is determined as the abnormality level when the secondary guard rail is abnormal.

[0067] In another possible implementation, when the maintenance judgment module judges whether the guardrail needs maintenance based on the abnormality level and the frequency ratio, it is specifically used to:

[0068] Determine an average abnormality level based on the abnormality level and the number of abnormalities;

[0069] Determine a third score based on the average abnormality level, the frequency ratio, and the third coefficients corresponding to each of them;

[0070] If the third score reaches a second preset score threshold, it is determined that the guardrail needs to be repaired.

[0071] In another possible implementation, when the abnormality judgment module compares each amplitude segment with a preset amplitude segment to determine whether there is an abnormal amplitude segment in the amplitude variation diagram of each train, it is specifically used to:

[0072] Calculating the similarity between each amplitude segment and a preset amplitude segment;

[0073] If there is an amplitude segment whose similarity does not reach the preset similarity threshold, the amplitude segment whose similarity does not reach the preset similarity threshold is determined as the abnormal amplitude segment.

[0074] In another possible implementation, the device further includes:

[0075] The sending module is used to obtain the number of the guardrail when the guardrail needs to be repaired, and send the number and prompt information to the terminal equipment at the maintenance site.

[0076] In a third aspect, the present application provides an electronic device, which adopts the following technical solution:

[0077] An electronic device, comprising:

[0078] at least one processor;

[0079] Memory;

[0080] At least one application, wherein at least one application is stored in a memory and configured to be executed by at least one processor, and at least one is configured to: execute a turnout gap monitoring method shown in any possible implementation of the first aspect.

[0081] In a fourth aspect, the present application provides a computer-readable storage medium, which adopts the following technical solution:

[0082] A computer-readable storage medium, when the computer program is executed in a computer, enables the computer to execute a turnout gap monitoring method as described in any one of the first aspects.

[0083] In summary, the present application includes at least one of the following beneficial technical effects:

[0084] Obtain the distance change diagram between the guardrail and the basic rail and the amplitude change diagram of the guardrail when each train passes through the switch gap within the preset time period. The distance and amplitude can reflect the working condition of the guardrail when each train passes through the guardrail. In addition, determine the category of each train. Different train categories have different influences on the guardrail due to the speed and weight of the train, and different requirements for the working state limit of the guardrail. Therefore, based on the category, distance change diagram and amplitude change diagram, judge whether there is an abnormality in the guardrail when each train passes. Comprehensively judging the abnormality of the guardrail through multiple dimensions can be more accurate. If there is an abnormality, the abnormal level of the guardrail and the number of abnormalities of the guardrail at each abnormality are determined based on the corresponding distance change diagram and amplitude change diagram at the time of the abnormality. Low abnormality level or small number of abnormalities may be caused by probabilistic problems. Therefore, judging whether the guardrail needs maintenance based on the abnormality level and the proportion of the number of times can make the maintenance of the guardrail more accurate and efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0085] Figure 1 It is a flow chart of a method for monitoring a switch gap according to an embodiment of the present application.

[0086] Figure 2 It is a schematic diagram of the guard rail and the basic rail in the embodiment of the present application.

[0087] Figure 3 It is a structural schematic diagram of a turnout gap monitoring method according to an embodiment of the present application.

[0088] Figure 4 It is a structural schematic diagram of an electronic device according to an embodiment of the present application.

[0089] Attached figure numbers: 21, guard rail; 22, basic rail; 23, distance measuring sensor; 24, vibration sensor; 25, optical coupling sensor; 30, turnout gap monitoring device; 301, change diagram acquisition module; 302, abnormality judgment module; 303, abnormality determination module; 304, maintenance judgment module; 40, electronic equipment; 401, processor; 402, bus; 403, memory; 404, transceiver. DETAILED DESCRIPTION

[0090] The present application is further described in detail below in conjunction with the accompanying drawings.

[0091] After reading this specification, those skilled in the art may make non-creative modifications to this embodiment as needed, but such modifications are protected by patent law as long as they are within the scope of the claims of this application.

[0092] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0093] In addition, the term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article, unless otherwise specified, generally means that the associated objects before and after are in an "or" relationship.

[0094] The embodiments of the present application are further described in detail below in conjunction with the drawings in the specification.

[0095] The embodiment of the present application provides a method for monitoring a turnout gap, which is performed by an electronic device, which can be a server or a terminal device, wherein the server can be an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server that provides cloud computing services. The terminal device can be a smart phone, a tablet computer, a laptop computer, a desktop computer, etc., but is not limited thereto. The terminal device and the server can be directly or indirectly connected via wired or wireless communication, which is not limited in the embodiment of the present application. Figure 1 As shown, the method includes step S101, step S102, step S103 and step S104, wherein:

[0096] S101, obtaining a distance variation diagram between the guard rail and the base rail and an amplitude variation diagram of the guard rail when each train passes through a switch gap within a preset time period.

[0097] For the embodiment of the present application, the staff will install the distance measuring sensor and vibration sensor on the inner wall of the guardrail in advance. The distance measuring sensor can be an ultrasonic sensor or a laser sensor. It is wirelessly connected to the electronic device and the server. When each train passes through the switch gap, the distance measuring sensor collects the distance data between the guardrail and the base rail, and the vibration sensor collects the vibration data of the guardrail. The data are transmitted to the server. The server generates a distance change graph and an amplitude change graph based on the distance data and the vibration data. The electronic device obtains the distance change graph and the amplitude change graph within a preset time period from the server. The preset time period can be the past seven days, the past month, etc. Figure 2 As shown, the guardrail 21 is on one side of the basic rail 22, and the two ends of the guardrail 21 are end A and end B respectively. Distance measuring sensors 23 are respectively arranged at end A and end B. The distance measuring sensor 23 is arranged on the inner side of the guardrail 21, between the guardrail 21 and the basic rail 22, and a vibration sensor 24 is arranged between the two ends of the guardrail 21.

[0098] S102, determining the category of each train, and judging whether there is an abnormality in the guardrail when each train passes by based on the category, the distance change graph, and the amplitude change graph.

[0099] For the embodiment of the present application, the electronic device obtains the train number of each train passing through the switch gap through the train information in the railway station system, and then determines the category of each train through the first letter of the train number. When trains of different categories pass through the switch gap, the distance between the guardrail and the basic rail and the amplitude of the guardrail will be different, and the minimum requirements for the working conditions of the guardrail will be different. Since the distance change graph and the amplitude change graph represent the working conditions at the guardrail, a comprehensive judgment is made based on the category, distance change graph and amplitude change graph to determine whether there is any abnormality in the guardrail when each train passes.

[0100] S103, if there is an abnormality, determining the abnormality level of the guardrail and the number of abnormalities of the guardrail at each abnormality based on the distance change diagram and the amplitude change diagram corresponding to the abnormality.

[0101] For the embodiment of the present application, when the guardrail is abnormal, the distance and amplitude may increase accordingly. The increase value will be different for different degrees of abnormality. Therefore, the electronic device determines the abnormality level of the guardrail at each abnormality based on the distance change graph and the amplitude change graph. The larger the distance or the larger the amplitude, the higher the abnormality level of the corresponding guardrail may be. In addition, the electronic device stores each time the guardrail is abnormal, and finally obtains the number of abnormalities of the guardrail.

[0102] S104: Determine whether the guardrail needs maintenance based on the abnormality level and the frequency ratio.

[0103] The frequency ratio is the ratio of the number of abnormal guardrail events to the number of times all trains pass through the switch gap within a preset time period.

[0104] For the embodiment of the present application, the electronic device obtains the number of times all trains pass through the switch gap within a preset time period from the server, and divides the number of guardrail abnormalities by the number of times all trains pass through the switch gap within the preset time period to obtain the number ratio.

[0105] The abnormality level and the frequency ratio both characterize the working condition of the guardrail, so whether the guardrail needs maintenance is determined based on the abnormality level and frequency ratio. The abnormality level of the guardrail and the frequency ratio of the guardrail are determined by the type of train passing through the guardrail, the distance change diagram, and the amplitude change diagram. Then, whether the guardrail needs maintenance is determined based on the abnormality level and frequency ratio. The above method enables maintenance personnel to know the abnormality degree of the guardrail in time, and then carry out targeted maintenance, making the efficiency and accuracy of guardrail maintenance higher.

[0106] A possible implementation of the embodiment of the present application is to determine whether there is an abnormality in the guardrail when each train passes by based on the category, the distance change graph, and the amplitude change graph in step S102, specifically including step S1021 (not shown in the figure), step S1022 (not shown in the figure), step S1023 (not shown in the figure), step S1024 (not shown in the figure), step S1025 (not shown in the figure), step S1026 (not shown in the figure), step S1027 (not shown in the figure), step S1028 (not shown in the figure), and step S1029 (not shown in the figure), wherein:

[0107] S1021, obtaining the total number of wheels on one side of each train, and determining the time it takes for each wheel on one side to pass through both ends of the guardrail.

[0108] Among them, the single-side wheel is the wheel passing through one side of the guardrail.

[0109] For the embodiment of the present application, the electronic device obtains the number of carriages on each train through the train information released by the official railway system, and then determines the total number of wheels on one side of each train.

[0110] The staff will install the optical coupler sensors on both ends of the guardrail in advance, and the optical coupler sensors will be wirelessly connected to the server. Figure 2 As shown, optical coupling sensors 25 are also provided at the A end and the B end of the guardrail 21. The optical coupling sensor 25 transmits infrared rays from the transmitting end of the guardrail 21 to the receiving end of the base rail 22. When each single-side wheel passes through the A end of the guardrail 21, the wheel rim blocks the infrared rays, and the optical coupling sensor 25 sends a signal to the server. When the next wheel passes, the signal of the next wheel is sent. The server stores these signals and records the time of each signal reception. The electronic device obtains the time when each single-side wheel passes through the two ends of the guardrail from the server.

[0111] S1022, determining a first distance from one end of the guardrail to the basic rail when each single-side wheel passes the guardrail from the first distance variation diagram based on time, and determining a second distance from the other end of the guardrail to the basic rail when each single-side wheel passes the guardrail from the second distance variation diagram.

[0112] For the embodiment of the present application, when the train passes the guardrail and contacts one end of the guardrail, the pressure on the one end of the guardrail increases, which may increase the first distance. After passing one end of the guardrail, the pressure on this end decreases, and the first distance may decrease or remain unchanged. After that, the same principle applies to the other end of the guardrail. As the train passes, the second distance at the other end of the guardrail begins to increase. Therefore, the electronic device determines the first distance from one end of the guardrail to the basic rail in the first distance change diagram based on the time it takes to pass one end of the guardrail, and determines the second distance from the other end of the guardrail to the basic rail in the second distance change diagram based on the time it takes to pass the other end of the guardrail.

[0113] S1023, based on the first distance and the second distance, determine whether each train has a first abnormal wheel, the first abnormal wheel being a wheel whose first distance exceeds a preset distance threshold and / or whose second distance exceeds a preset distance threshold, and the preset distance threshold is determined according to the category of each train.

[0114] For the embodiments of the present application, the types of trains include passenger and freight trains. The weight of passenger trains is relatively low and the speed is relatively fast, while the weight of freight trains is relatively high and the speed is relatively slow. Due to the differences in speed and weight, the pressure on the guardrail when passing through the guardrail is different, and the distance changes caused are also different. Therefore, different preset distance thresholds are set according to different types of trains. The electronic device determines whether there is a first abnormal wheel whose first distance exceeds the preset distance threshold and / or whose second distance exceeds the preset distance threshold when each train passes through the guardrail. If the first distance exceeds the preset distance threshold, it means that one end of the guardrail has become too loose, and the risk of train derailment will also increase. Similarly, if the second distance exceeds the preset distance threshold, it means that the second distance from the other side of the guardrail to the basic rail is too large, which will also increase the risk of train derailment. If both the first distance and the second distance exceed the preset distance threshold, it means that the working state of the guardrail will seriously affect the normal travel of the train.

[0115] S1024, determining a first quantity ratio of the first abnormal wheel to all single-side wheels in each train.

[0116] For the embodiment of the present application, the more first abnormal wheels there are, the more unstable the state of the guardrail is when the train passes through the guardrail. The electronic device calculates the ratio of the first abnormal wheels to all single-side wheels in each train to obtain the first quantity proportion. Assuming that the number of first abnormal wheels of a train A is 20 and the number of all single-side wheels is 25, the first quantity proportion is 20 / 25=0.8.

[0117] S1025, determining the amplitude segment of each wheel on one side of each train when passing the guardrail from the amplitude variation diagram based on time.

[0118] For the embodiments of the present application, when a train passes over a guardrail, the wheels contact the guardrail, causing the guardrail to vibrate, or under the influence of resonance, the guardrail will vibrate, and the working state of the guardrail also determines the amplitude of the guardrail when each single-sided wheel passes by. The electronic device divides the amplitude change diagram into amplitude segments of each single-sided wheel of each train when passing the guardrail according to the time when each wheel passes through both ends of the guardrail, and can clearly show the amplitude change of each single-sided wheel when passing the guardrail.

[0119] S1026, comparing each amplitude segment with a preset amplitude segment to determine whether there is an abnormal amplitude segment in the amplitude variation diagram of each train, wherein the preset amplitude segment is determined according to the category of each train.

[0120] For the embodiments of the present application, different types of trains have different impacts on the guardrails when passing through them, and the guardrails can withstand different maximum vibration values. Therefore, different preset amplitude segments are determined according to the type of trains, and the electronic device compares each amplitude segment with the preset amplitude segment to determine whether there is an abnormal amplitude segment in the amplitude change diagram of each train.

[0121] S1027: If there is an abnormal amplitude segment, determine a second quantity ratio of the abnormal amplitude segment to all amplitude segments.

[0122] For the embodiment of the present application, the electronic device determines the proportion of the second quantity based on the ratio of the number of abnormal amplitude segments of each train to the number of all amplitude segments. Assuming that when the wheels on one side of a train B pass through the guardrail, the number of abnormal amplitude segments is 24 and the number of all amplitude segments is 32, the proportion of the second quantity is 24 / 32=0.75.

[0123] S1028: Determine a first score based on the first quantity proportion, the second quantity proportion, and their respective first coefficients.

[0124] For the embodiment of the present application, the first quantity proportion and the second quantity proportion are both related to the abnormal state of the guardrail, and the degree of correlation is different. Therefore, different first coefficients are set for the above two features. Assuming that the first coefficient of the first quantity proportion is 0.6, the first coefficient of the second quantity proportion is 0.4, the first quantity proportion is 0.75, and the second quantity proportion is 0.8, the electronic device determines that the first score is 0.6×0.75+0.4×0.8=0.77. The first score is determined by the sum of the above characteristics, and the degree of fixation of the guardrail when the train passes through the guardrail can be accurately determined. The larger the first score, the looser the guardrail, and the more likely a train derailment accident will occur. Among them, the coefficients of the first quantity proportion and the second quantity proportion can be adaptively modified according to actual conditions and needs.

[0125] S1029: Determine that a train whose first score reaches a first preset score threshold is abnormal when passing through a guardrail.

[0126] For the embodiment of the present application, the electronic device compares the first score with the first preset score threshold, and determines that a train whose first score reaches the first preset score threshold is abnormal when passing through the guardrail.

[0127] In a possible implementation of the embodiment of the present application, in step S103, the abnormal level of the guardrail and the number of abnormal guardrail events at each abnormality are determined based on the distance change graph and the amplitude change graph corresponding to the abnormality, and specifically include step S1031 (not shown in the figure), step S1032 (not shown in the figure), step S1033 (not shown in the figure) and step S1034 (not shown in the figure), wherein:

[0128] S1031: Determine the number of times that the first score reaches a first preset score threshold as an abnormal number of times.

[0129] For the embodiment of the present application, the electronic device stores the number of trains whose first scores reach the first preset score threshold, and obtains the number of abnormalities. The greater the number of abnormalities, the more unsafe the guardrail is, and the more it needs to be arranged for maintenance.

[0130] S1032, determining the number of target abnormal wheels in the abnormal train, where the target abnormal wheels are wheels that are both the first abnormal wheels and the second abnormal wheels.

[0131] For the embodiment of the present application, the electronic device screens out the target abnormal wheels that belong to both the first abnormal wheel and the second abnormal wheel in the abnormal train, and determines the number of the target abnormal wheels. The target abnormal wheels represent that there is a lateral and longitudinal offset of the guardrail. The greater the number of target abnormal wheels, the more serious the offset of the guardrail is.

[0132] S1033, determining a third quantity ratio of the target abnormal wheel to all single-side wheels.

[0133] For the embodiment of the present application, the electronic device determines the ratio of the target number of abnormal wheels to the total number of wheels on one side, and obtains a third quantity ratio. The larger the third quantity ratio, the more times the guardrail is abnormal when a train passes through the guardrail, and thus the higher the severity of the guardrail abnormality.

[0134] S1034, determining the abnormality level of the guardrail at each abnormality based on the first score, the third quantity ratio, and the abnormal amplitude segment.

[0135] For the embodiment of the present application, the first score, the third quantity ratio and the abnormal amplitude segment are all important factors affecting the guardrail abnormality. If there is an abnormal amplitude segment in the guardrail, it means that the guardrail is no longer fixed. Subsequent passage of trains may cause the guardrail to become increasingly loose. The greater the vibration amplitude, the greater the impact on the stability of fasteners such as bolts on the guardrail, which poses a great hidden danger to the safety of train travel. Therefore, the electronic device determines the abnormality level of the guardrail at each abnormality based on the above three factors.

[0136] In a possible implementation of the embodiment of the present application, in step S1034, the abnormal level of the guardrail at each abnormality is determined based on the first score, the third quantity ratio and the abnormal amplitude segment, and specifically includes step 1, step 2, step 3 and step 4, wherein:

[0137] Step 1: determine the maximum amplitude and the minimum amplitude in each abnormal amplitude segment of each abnormal train, and calculate the difference between the maximum and minimum values.

[0138] For the embodiment of the present application, the electronic device identifies the peak value of each abnormal amplitude segment in each abnormal train, compares the sizes between the peak values, obtains the maximum amplitude and the minimum amplitude, and then obtains the difference by subtracting the minimum value from the maximum value. The larger the difference, the greater the vibration amplitude, and the greater the degree of shaking of the guardrail when the wheels corresponding to the abnormal train in this abnormal amplitude segment pass through the guardrail.

[0139] Step 2: determine the target abnormal amplitude segment whose difference reaches the preset difference in each abnormal train, and determine the fourth quantity ratio of the target abnormal amplitude segment to all abnormal amplitude segments in each abnormal train.

[0140] For the embodiment of the present application, the electronic device determines the target abnormal amplitude segment in each abnormal train whose amplitude difference reaches the preset difference, and determines the number of target abnormal amplitude segments. The more the number of target abnormal amplitude segments, the more serious the vibration of the guardrail. Each vibration will increase the looseness of the guardrail. The fourth quantity ratio is obtained by calculating the ratio of the number of target abnormal amplitude segments to the total number of abnormal amplitude segments.

[0141] Step three, determining a second score based on the first score, the third quantitative proportion, the fourth quantitative proportion and their respective corresponding second coefficients.

[0142] For the embodiment of the present application, the first score, the third quantity proportion, and the fourth quantity proportion are all related to the abnormal level of the guardrail, and the degree of correlation is different. Therefore, different second coefficients are set for the above three features. Assuming that the second coefficient of the first score is 0.006, the second coefficient of the third quantity proportion is 0.5, and the second coefficient of the fourth quantity proportion is 0.7, the first score is 90, the third quantity proportion is 0.8, and the fourth quantity proportion is 0.6, the electronic device determines that the second score is 0.006×90+0.5×0.8+0.7×0.6=1.36. The second score is determined by the sum of the above features, and the degree of abnormality of the guardrail can be accurately determined. The larger the second score, the higher the abnormal level of the guardrail. Similarly, the coefficients of the first score, the third quantity proportion, and the fourth quantity proportion can be adaptively modified according to actual conditions and needs.

[0143] Step 4: determine a target score interval where the second score is located from a plurality of preset score intervals, and determine a preset abnormality level corresponding to the target score interval as the abnormality level when the secondary guardrail is abnormal.

[0144] For the embodiment of the present application, the staff stores the preset score interval and the corresponding preset abnormality level in the electronic device in advance, and the electronic device determines the target score interval to which the second score belongs based on the second score, and finally determines the abnormality level when the secondary guardrail is abnormal. Assuming that the preset score interval is (1, 1.5], the corresponding preset abnormality level is 4, according to the second score 1.36 in step S1043, it is determined that the abnormality level when the secondary guardrail is abnormal is 4.

[0145] In a possible implementation of the embodiment of the present application, in step S104, judging whether the guardrail needs to be repaired based on the abnormal level and the frequency ratio specifically includes step five, step six and step seven, wherein:

[0146] Step 5: Determine the average abnormality level based on the abnormality level and the number of abnormalities.

[0147] For the embodiment of the present application, the electronic device determines the average abnormality level according to the abnormality level and the number of abnormalities. For example, the abnormality levels are 3, 5, 5, 4, and 3 respectively, and the number of abnormalities is 5, then the average abnormality level is (3+5+5+4+3) / 5=4.

[0148] Step six, determining a third score based on the average abnormality level, the frequency ratio and the respective corresponding third coefficients.

[0149] For the embodiment of the present application, the higher the average abnormality level, the worse the safety of the guardrail, and the larger the proportion of times, the greater the possibility of a derailment accident in the guardrail. Therefore, the electronic device determines the third score based on the above two aspects, sets different third coefficients for the characteristics of the above two aspects to obtain the score of each feature and calculates the total to obtain the third score.

[0150] Step seven: if the third score reaches the second preset score threshold, it is determined that the guardrail needs to be repaired.

[0151] For the embodiment of the present application, the electronic device determines whether the third score reaches the second preset score threshold. If the second preset score threshold is reached, it means that the abnormality of the guardrail is serious, and therefore it is determined that the guardrail needs to be repaired.

[0152] A possible implementation of the embodiment of the present application is to compare each amplitude segment with a preset amplitude segment in step S1026 to determine whether there is an abnormal amplitude segment in the amplitude variation diagram of each train, specifically including step eight and step nine, wherein:

[0153] Step eight, calculating the similarity between each amplitude segment and the preset amplitude segment.

[0154] For the embodiment of the present application, the preset amplitude segment characterizes the vibration condition of the guardrail when it is working normally. The electronic device can calculate the similarity through cosine distance calculation, that is, the amplitude segment and the preset amplitude segment are respectively represented as two vectors, and the similarity of the two amplitude segments is characterized by calculating the cosine distance between the two vectors. The similarity can also be calculated through a histogram. The similarity can also be calculated through other methods, which are not limited here.

[0155] Step nine: if there is an amplitude segment whose similarity does not reach the preset similarity threshold, the amplitude segment whose similarity does not reach the preset similarity threshold is determined as an abnormal amplitude segment.

[0156] For the embodiment of the present application, the preset similarity threshold is the dividing point for judging whether the guardrail amplitude segment is abnormal. The lower the similarity, the higher the degree of abnormality of the amplitude segment. The electronic device determines the amplitude segment whose similarity does not reach the preset similarity threshold and determines the amplitude segment whose similarity does not reach the preset similarity threshold as an abnormal amplitude segment.

[0157] In a possible implementation of the embodiment of the present application, step S104 further includes step 10, wherein:

[0158] Step 10: If the guardrail needs to be repaired, obtain the guardrail number and send the number and prompt information to the terminal device at the maintenance site.

[0159] For the embodiment of the present application, the staff can mark the positions of each guardrail of the station on the station railway map in advance. The station railway map can be obtained from the railway map system. The electronic device obtains the number of the guardrail that needs to be inspected and sends the number and prompt information to the terminal device at the maintenance site.

[0160] Specifically, the prompt message may be a text message such as "Guardrail No. xx is abnormal, please repair it as soon as possible". By sending the number and prompt message to the maintenance station, it is convenient for the maintenance station to find the position of the guardrail that needs to be modified more quickly, which can improve the efficiency and accuracy of maintenance.

[0161] The above embodiment introduces a turnout gap monitoring method from the perspective of method flow, and the following embodiment introduces a turnout gap monitoring device from the perspective of a virtual module or a virtual unit. Please refer to the following embodiment for details.

[0162] The present application embodiment provides a switch gap monitoring device 30, such as Figure 3 As shown, the switch gap monitoring device 30 may specifically include:

[0163] A variation diagram acquisition module 301 is used to acquire a distance variation diagram between the guardrail and the base rail and an amplitude variation diagram of the guardrail when each train passes through a switch gap within a preset time period;

[0164] The abnormality judgment module 302 is used to determine the category of each train and judge whether there is an abnormality in the guardrail when each train passes based on the category, the distance change graph and the amplitude change graph;

[0165] The abnormality determination module 303 is used to determine the abnormality level of the guardrail and the number of abnormalities of the guardrail at each abnormality based on the distance change diagram and the amplitude change diagram corresponding to the abnormality if there is an abnormality;

[0166] The maintenance judgment module 304 is used to judge whether the guardrail needs maintenance based on the abnormality level and the frequency ratio, where the frequency ratio is the ratio of the number of guardrail abnormalities to the number of times all trains pass through the switch gap within a preset time period.

[0167] The embodiment of the present application discloses a switch gap monitoring device 30, wherein a change graph acquisition module 301 acquires a distance change graph between a guardrail and a base rail and an amplitude change graph of the guardrail when each train passes through the switch gap within a preset time period. The distance and amplitude can reflect the working condition of the guardrail when each train passes through the guardrail. In addition, the category of each train is determined. Different train categories have different degrees of influence on the guardrail due to the speed and weight of the train, and different requirements on the working state limit of the guardrail. Therefore, the abnormality judgment module 302 judges whether there is an abnormality in the guardrail when each train passes based on the category, the distance change graph and the amplitude change graph. The comprehensive judgment of the abnormality of the guardrail through multiple dimensions can be more accurate. If there is an abnormality, the abnormality determination module 303 determines the abnormality level of the guardrail and the number of abnormalities of the guardrail at each abnormality based on the corresponding distance change graph and amplitude change graph at the time of the abnormality. A low abnormality level or a small number of abnormalities may be caused by a probability problem. Therefore, the maintenance judgment module 304 judges whether the guardrail needs maintenance based on the abnormality level and the proportion of the number of times, which can make the maintenance of the guardrail more accurate and efficient.

[0168] In a possible implementation of the embodiment of the present application, the abnormality judgment module 302 is specifically used to judge whether there is an abnormality in the guardrail when each train passes by based on the category, the distance change graph, and the amplitude change graph:

[0169] Obtain the number of wheels on one side of each train, and determine the time when each wheel on one side passes through both ends of the guardrail. The wheels on one side are the wheels that pass through one side of the guardrail.

[0170] Determine a first distance from one end of the guardrail to the base rail when each wheel on one side passes the guardrail from the first distance variation diagram based on time, and determine a second distance from the other end of the guardrail to the base rail when each wheel on one side passes the guardrail from the second distance variation diagram;

[0171] Determine whether there is a first abnormal wheel on each train based on the first distance and the second distance, the first abnormal wheel being a wheel whose first distance exceeds a preset distance threshold and / or whose second distance exceeds a preset distance threshold, and the preset distance threshold is determined according to the category of each train;

[0172] Obtain the number of wheels on one side of each train, and determine the time when each wheel on one side passes through both ends of the guardrail. The wheels on one side are the wheels that pass through one side of the guardrail.

[0173] Determine a first distance from one end of the guardrail to the base rail when each wheel on one side passes the guardrail from the first distance variation diagram based on time, and determine a second distance from the other end of the guardrail to the base rail when each wheel on one side passes the guardrail from the second distance variation diagram;

[0174] Determine whether there is a first abnormal wheel on each train based on the first distance and the second distance, the first abnormal wheel being a wheel whose first distance exceeds a preset distance threshold and / or whose second distance exceeds a preset distance threshold, and the preset distance threshold is determined according to the category of each train;

[0175] Determine a first quantity ratio of a first abnormal wheel to all wheels on one side of each train;

[0176] determining the amplitude segment when each wheel on one side of each train passes the guardrail from the amplitude variation diagram based on time;

[0177] Compare each amplitude segment with a preset amplitude segment to determine whether there is an abnormal amplitude segment in the amplitude variation diagram of each train, where the preset amplitude segment is determined according to the category of each train;

[0178] If there is an abnormal amplitude segment, determining a second quantity ratio of the abnormal amplitude segment to all amplitude segments;

[0179] Determine a first score based on the first quantity proportion, the second quantity proportion, and the first coefficients corresponding to each;

[0180] A train whose first score reaches a first preset score threshold is determined to be abnormal when passing through the guardrail.

[0181] In a possible implementation of the embodiment of the present application, the abnormality determination module 303 is specifically used to determine the abnormality level of the guardrail and the number of abnormalities of the guardrail at each abnormality based on the distance change graph and the amplitude change graph corresponding to the abnormality:

[0182] The number of times that the first score reaches the first preset score threshold is determined as the abnormal number;

[0183] Determine the number of target abnormal wheels in the abnormal train, where the target abnormal wheels are wheels that belong to both the first abnormal wheel and the second abnormal wheel;

[0184] Determine the third quantity ratio of the target abnormal wheel to all single-side wheels;

[0185] The abnormality level of the guardrail at each abnormality is determined based on the first score, the third quantity ratio, and the abnormal amplitude segment.

[0186] In a possible implementation of the embodiment of the present application, when the abnormality determination module 303 determines the abnormality level of the guardrail at each abnormality based on the first score, the third quantity ratio, and the abnormal amplitude segment, it is specifically used to:

[0187] Determine the maximum amplitude and the minimum amplitude in each abnormal amplitude segment in each abnormal train, and calculate the difference between the maximum and the minimum values;

[0188] Determine a target abnormal amplitude segment whose difference reaches a preset difference in each abnormal train, and determine a fourth quantity ratio of the target abnormal amplitude segment to all abnormal amplitude segments in each abnormal train;

[0189] Determine a second score based on the first score, the third quantity proportion, the fourth quantity proportion, and the respective corresponding second coefficients;

[0190] A target score interval where the second score is located is determined from a plurality of preset score intervals, and a preset abnormality level corresponding to the target score interval is determined as the abnormality level when the secondary guardrail is abnormal.

[0191] In a possible implementation of the embodiment of the present application, when the maintenance judgment module 304 judges whether the guardrail needs maintenance based on the abnormality level and the frequency ratio, it is specifically used to:

[0192] Determine an average abnormality level based on the abnormality level and the number of abnormalities;

[0193] Determine a third score based on the average abnormality level, the frequency ratio, and the third coefficient corresponding to each;

[0194] If the third score reaches the second preset score threshold, it is determined that the guardrail needs to be repaired.

[0195] In a possible implementation of the embodiment of the present application, when the abnormality judgment module 302 compares each amplitude segment with a preset amplitude segment to determine whether there is an abnormal amplitude segment in the amplitude variation diagram of each train, it is specifically used to:

[0196] Calculate the similarity between each amplitude segment and the preset amplitude segment;

[0197] If there is an amplitude segment whose similarity does not reach the preset similarity threshold, the amplitude segment whose similarity does not reach the preset similarity threshold is determined as an abnormal amplitude segment.

[0198] In a possible implementation of the embodiment of the present application, the device 30 further includes:

[0199] The sending module is used to obtain the number of the guardrail when the guardrail needs to be repaired, and send the number and prompt information to the terminal equipment at the maintenance site.

[0200] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the turnout gap monitoring system 30 described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0201] An electronic device is provided in an embodiment of the present application, such as Figure 4 As shown, Figure 4The electronic device 40 shown includes: a processor 401 and a memory 403. The processor 401 and the memory 403 are connected, such as through a bus 402. Optionally, the electronic device 40 may also include a transceiver 404. It should be noted that in actual applications, the transceiver 404 is not limited to one, and the structure of the electronic device 40 does not constitute a limitation on the embodiments of the present application.

[0202] Processor 401 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 401 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

[0203] The bus 402 may include a path to transmit information between the above components. The bus 402 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus. The bus 402 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 4 Only one thick line is used in the diagram, but it does not mean that there is only one bus or only one type of bus.

[0204] The memory 403 may be a ROM (Read Only Memory) or other types of static storage devices that can store static information and instructions, a RAM (Random Access Memory) or other types of dynamic storage devices that can store information and instructions, or an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory) or other optical disk storage, optical disk storage (including compressed optical disk, laser disk, optical disk, digital versatile disk, Blu-ray disk, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto.

[0205] The memory 403 is used to store the application code for executing the solution of the present application, and the execution is controlled by the processor 401. The processor 401 is used to execute the application code stored in the memory 403 to implement the contents shown in the above method embodiment.

[0206] The electronic devices include, but are not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), and fixed terminals such as digital TVs, desktop computers, etc. It can also be a server, etc. Figure 4 The electronic device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0207] The embodiment of the present application provides a computer-readable storage medium, on which a computer program is stored, and when the computer is run on a computer, the computer can execute the corresponding content in the above method embodiment. Compared with the related art, in the embodiment of the present application, a distance change diagram between the guardrail and the base rail and an amplitude change diagram of the guardrail are obtained when each train passes through the switch gap within a preset time period, and the distance and amplitude can reflect the working condition of the guardrail when each train passes through the guardrail. In addition, the category of each train is determined. Different train categories have different influences on the guardrail by the speed and weight of the train, and different requirements for the working state limit of the guardrail. Therefore, based on the category, the distance change diagram and the amplitude change diagram, it is judged whether the guardrail is abnormal when each train passes. The abnormal situation of the guardrail can be more accurately judged through multiple dimensions. If there is an abnormality, the abnormal level of the guardrail and the number of abnormalities of the guardrail at each abnormality are determined based on the corresponding distance change diagram and amplitude change diagram at the time of the abnormality. Low abnormality level or small number of abnormalities may be caused by probability problems, so judging whether the guardrail needs to be repaired based on the abnormality level and the proportion of the number of times can make the repair of the guardrail more accurate and efficient.

[0208] It should be understood that, although the steps in the flowchart of the accompanying drawings are displayed in sequence as indicated by the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least a part of the steps in the flowchart of the accompanying drawings may include multiple sub-steps or multiple stages, and these sub-steps or stages are not necessarily executed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be executed in turn or alternately with other steps or at least a part of the sub-steps or stages of other steps.

[0209] The above are only some implementation methods of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A method for monitoring a turnout gap, characterized in that: include: Obtaining a distance change diagram between the guardrail and the base rail and an amplitude change diagram of the guardrail when each train passes through the switch gap within a preset time period; Determine the category of each train, and judge whether the guardrail has an abnormality when each train passes by based on the category, the distance change graph, and the amplitude change graph; If there is an abnormality, determining the abnormality level of the guardrail and the number of abnormalities of the guardrail at each abnormality based on the distance change graph and the amplitude change graph corresponding to the abnormality; Determine whether the guardrail needs maintenance based on the abnormality level and the frequency ratio, where the frequency ratio is the ratio of the number of abnormalities of the guardrail to the number of times all trains pass through the switch gap within the preset time period; The categories include freight and passenger transport, the distance variation graph includes a first distance variation graph and a second distance variation graph, the first distance variation graph and the second distance variation graph are graphs showing the distances from both ends of the guardrail to the base rail over time, and judging whether there is an abnormality in the guardrail when each train passes by based on the categories, the distance variation graph and the amplitude variation graph, includes: Obtaining the number of wheels on one side of each train, and determining the time when each wheel on one side passes through both ends of the guardrail, wherein the wheel on one side is the wheel passing through one side of the guardrail; Determine from the first distance variation diagram a first distance from one end of the guardrail to the base rail when each wheel on one side passes the guardrail based on the time, and determine from the second distance variation diagram a second distance from the other end of the guardrail to the base rail when each wheel on one side passes the guardrail; Determine whether there is a first abnormal wheel on each train based on the first distance and the second distance, the first abnormal wheel being a wheel whose first distance exceeds a preset distance threshold and / or whose second distance exceeds a preset distance threshold, wherein the preset distance threshold is determined according to the category of each train; Determine a first quantity ratio of a first abnormal wheel to all wheels on one side of each train; Determine the amplitude segment when each wheel on one side of each train passes the guardrail from the amplitude variation diagram based on the time; Comparing each amplitude segment with a preset amplitude segment to determine whether there is an abnormal amplitude segment in the amplitude variation diagram of each train, wherein the preset amplitude segment is determined according to the category of each train; If there is an abnormal amplitude segment, determining a second quantity ratio of the abnormal amplitude segment to all amplitude segments; Determine a first score based on the first quantity proportion, the second quantity proportion, and the first coefficients corresponding to each; A train whose first score reaches a first preset score threshold is determined to be abnormal when passing through the guardrail.

2. A turnout gap monitoring method according to claim 1, characterized in that: The train whose first score reaches the preset score threshold is an abnormal train, the wheel corresponding to the abnormal amplitude segment is a second abnormal wheel, and the abnormal level of the guardrail and the number of abnormalities of the guardrail are determined at each abnormality based on the distance change graph and the amplitude change graph corresponding to the abnormality, including: Determine the number of times that the first score reaches a first preset score threshold as an abnormal number; Determine the number of target abnormal wheels in the abnormal train, wherein the target abnormal wheels are wheels that belong to both the first abnormal wheel and the second abnormal wheel; Determining a third quantity ratio of the target abnormal wheel to all the wheels on one side; The abnormality level of the guardrail at each abnormality is determined based on the first score, the third quantity ratio, and the abnormal amplitude segment.

3. A turnout gap monitoring method according to claim 2, characterized in that: The determining the abnormality level of the guardrail at each abnormality based on the first score, the third quantity ratio and the abnormal amplitude segment includes: Determine the maximum amplitude and the minimum amplitude in each abnormal amplitude segment in each abnormal train, and calculate the difference between the maximum and the minimum; Determine a target abnormal amplitude segment whose difference reaches a preset difference in each abnormal train, and determine a fourth quantity ratio of the target abnormal amplitude segment to all abnormal amplitude segments in each abnormal train; Determine a second score based on the first score, the third quantity proportion, the fourth quantity proportion, and the respective corresponding second coefficients; A target score interval where the second score is located is determined from a plurality of preset score intervals, and a preset abnormality level corresponding to the target score interval is determined as the abnormality level when the secondary guard rail is abnormal.

4. A turnout gap monitoring method according to claim 1, characterized in that: The determining whether the guardrail needs maintenance based on the abnormality level and the frequency ratio includes: Determine an average abnormality level based on the abnormality level and the number of abnormalities; Determine a third score based on the average abnormality level, the frequency ratio, and the third coefficients corresponding to each of them; If the third score reaches a second preset score threshold, it is determined that the guardrail needs to be repaired.

5. A turnout gap monitoring method according to claim 1, characterized in that: The step of comparing each amplitude segment with a preset amplitude segment to determine whether there is an abnormal amplitude segment in the amplitude variation diagram of each train includes: Calculating the similarity between each amplitude segment and a preset amplitude segment; If there is an amplitude segment whose similarity does not reach the preset similarity threshold, the amplitude segment whose similarity does not reach the preset similarity threshold is determined as the abnormal amplitude segment.

6. A turnout gap monitoring method according to claim 1, characterized in that: The method further comprises: If the guardrail needs to be repaired, the number of the guardrail is obtained, and the number and prompt information are sent to the terminal device at the repair site.

7. A switch gap monitoring device, characterized in that: include: A variation diagram acquisition module is used to obtain a distance variation diagram between the guardrail and the base rail and an amplitude variation diagram of the guardrail when each train passes through a switch gap within a preset time period; an abnormality judgment module, used for determining the category of each train, and judging whether the guardrail has an abnormality when each train passes by based on the category, the distance change graph and the amplitude change graph; The categories include freight and passenger transport, the distance variation graph includes a first distance variation graph and a second distance variation graph, the first distance variation graph and the second distance variation graph are graphs showing the distances from both ends of the guardrail to the base rail over time, and judging whether there is an abnormality in the guardrail when each train passes by based on the categories, the distance variation graph and the amplitude variation graph, includes: Obtaining the number of wheels on one side of each train, and determining the time when each wheel on one side passes through both ends of the guardrail, wherein the wheel on one side is the wheel passing through one side of the guardrail; Determine from the first distance variation diagram a first distance from one end of the guardrail to the base rail when each wheel on one side passes the guardrail based on the time, and determine from the second distance variation diagram a second distance from the other end of the guardrail to the base rail when each wheel on one side passes the guardrail; Determine whether there is a first abnormal wheel on each train based on the first distance and the second distance, the first abnormal wheel being a wheel whose first distance exceeds a preset distance threshold and / or whose second distance exceeds a preset distance threshold, wherein the preset distance threshold is determined according to the category of each train; Determine a first quantity ratio of a first abnormal wheel to all wheels on one side of each train; Determine the amplitude segment when each wheel on one side of each train passes the guardrail from the amplitude variation diagram based on the time; Comparing each amplitude segment with a preset amplitude segment to determine whether there is an abnormal amplitude segment in the amplitude variation diagram of each train, wherein the preset amplitude segment is determined according to the category of each train; If there is an abnormal amplitude segment, determining a second quantity ratio of the abnormal amplitude segment to all amplitude segments; Determine a first score based on the first quantity proportion, the second quantity proportion, and the first coefficients corresponding to each; Determining a train whose first score reaches a first preset score threshold as abnormal when passing through the guardrail; An abnormality determination module, for determining, if an abnormality exists, the abnormality level of the guardrail and the number of abnormalities of the guardrail at each abnormality based on the distance change graph and the amplitude change graph corresponding to the abnormality; The maintenance judgment module is used to judge whether the guardrail needs maintenance based on the abnormality level and the frequency ratio, and the frequency ratio is the ratio of the number of abnormalities of the guardrail to the number of times all trains pass through the switch gap within the preset time period.

8. An electronic device, characterized in that: It includes: at least one processor; Memory; At least one application, wherein the at least one application is stored in the memory and is configured to be executed by the at least one processor, and the at least one application is used to execute a turnout gap monitoring method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed in a computer, the computer is caused to execute a turnout gap monitoring method as claimed in any one of claims 1 to 6.

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