Rail transit fault positioning method, wireless coverage test analysis system, equipment and medium

Abstract

The invention relates to a rail transit fault positioning method, a wireless coverage test analysis system, equipment and a medium, and the method comprises the steps: S1, judging whether a current to-be-tested line is a new line or not, if yes, inputting the line information of the new line, and then turning to S2, otherwise, directly obtaining the line information, and then turning to S2; s2, performing image recognition on the wireless coverage analysis result of the line to be tested to generate real-time line information; s3, performing comparative analysis on the line information in the S1 and the real-time line information in the S2 according to a set logic condition, and outputting first information and second information; wherein the first information comprises a measured value and a speculation result obtained according to the measured value, and the second information comprises associated fault positioning information and train auxiliary positioning information. Compared with the prior art, more efficient and accurate rail transit fault positioning can be realized.

Description

Technical Field

[0001] The present invention relates to the field of rail transit signal processing, and in particular to a rail transit fault locating method, a wireless coverage test and analysis system, equipment and a medium. Background Art

[0002] The train-to-ground communication of the rail transit signal system is based on wireless. The train needs to communicate with the equipment in the station and the control center through the on-board and trackside wireless systems. The wireless system is closely related to the operation of the train. In the event of an abnormality, the train may be emergency braked at the least, or it may only be operated in manual mode at the most serious. This scenario will greatly reduce the operating efficiency and may cause personal injury and damage to the train. Therefore, the rail transit signal system needs to regularly check the wireless environment, on-board antenna feed system and trackside antenna feed system (the transmission medium is generally a waveguide, leaky cable or antenna) to ensure that they are in a good and normal working state. This purpose is generally achieved through wireless coverage testing.

[0003] Wireless coverage test generally adopts passive field strength measurement method, the principle is: the trackside wireless device periodically sends a beacon frame to the vehicle-mounted wireless device, the vehicle-mounted wireless device monitors the beacon frame, records the level of each beacon frame received, records the MAC address of the trackside wireless device, compares and judges according to the set level / field strength threshold, number of frame loss and other parameters, maintains connection or searches for the next trackside wireless device and switches according to the judgment result, and records the time and type of switching. The final analysis software displays the above information such as field strength, trackside wireless device name, switching time, switching type and other objective information in the form of graphics, so that technicians can analyze the status of wireless environment, vehicle-mounted antenna feed system and trackside antenna feed system according to relevant design data, personal theoretical knowledge and practical experience.

[0004] For Wi-Fi systems, technicians generally analyze wireless coverage based on wireless access point AP layout diagrams (including AP kilometer mark, frequency, configuration type, coverage area, line turning radius, etc.), AP transmission power table, link loss table and other design materials, and wireless coverage analysis records. There are three scenarios: performance evaluation during debugging, daily inspections during operation, and troubleshooting during debugging or operation. The same is true for 4G and 5G systems.

[0005] At present, wireless coverage analysis has the following main deficiencies:

[0006] 1) Analysis results vary from person to person: Different people have significant differences in theoretical knowledge level, practical experience, and sense of responsibility, which leads to different opinions on the same record being analyzed by different people, and even opposite conclusions. Sometimes the same person may make mistakes in analysis due to his or her work status.

[0007] 2) Large workload: During the debugging phase, it is often necessary to analyze the wireless coverage analysis records of the entire line. After the line is put into operation, the analysis of complex faults or non-real-time multi-point faults is also very time-consuming. It is necessary to analyze records of multiple trains and different time periods. The above generally takes at least half a day, and complex ones take a day or even several days.

[0008] 3) No auxiliary positioning function: The ATC system can accurately locate the position of the train to an accuracy of ten centimeters. After ATC fails, it relies on the axle counting section for positioning. The length of the section is generally hundreds of meters to thousands of meters. For the signal system, after ATC fails, there is a lack of a more accurate positioning method than the axle counting section. However, when the input information of the rail transit system is complete, the wireless system has a certain positioning capability, and the accuracy can reach within one hundred meters.

[0009] 4) Record archiving and retrieval issues: Current wireless coverage analysis software cannot archive the analysis results in the form of charts and graphs, but can only archive them in the form of screenshots. The results of the technicians' analysis can only be marked separately, making it basically impossible to retrieve the history by category.

[0010] 5) Not in line with the characteristics of rail transit: The development ideas of wireless coverage analysis software of various signal manufacturers are still the traditional operator ideas. They are not developed in combination with the characteristics of rail transit, resulting in no more useful information being provided to technical personnel. For example, the characteristics of rail transit are linear (APs are arranged in sequence along the rails) and regular (trains run in circles in a fixed direction). Summary of the invention

[0011] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a rail transit fault locating method, a wireless coverage test and analysis system, equipment and medium.

[0012] The purpose of the present invention can be achieved by the following technical solutions:

[0013] According to a first aspect of the present invention, a rail transit fault locating method is provided, the method comprising:

[0014] S1. Determine whether the current line to be tested is a new line. If so, enter the line information of the new line and then go to S2. Otherwise, directly obtain the line information and then go to S2.

[0015] S2. Analyze the wireless coverage test record of the line to be tested, perform image recognition on the wireless coverage analysis result, and generate real-time line information;

[0016] S3. Compare and analyze the line information in S1 and the real-time line information in S2 according to the set logical conditions, and output the first information and the second information; wherein the first information includes the measured value and the inferred result obtained based on the measured value, and the second information includes the associated fault location information and train auxiliary location information.

[0017] Preferably, the line information required for the new line in S1 includes the transmission medium type, the name and kilometer mark of the wireless access point, the station name and platform kilometer mark, the interlocking area name and kilometer mark, the correspondence between the station and the interlocking area and the wireless access point, the number and number of trains, the train length, the frequency of the wireless access point, the transmission power of the wireless access point, the kilometer mark of the Block section, the train running direction, the kilometer mark of the regional controller boundary, the normal switching order of the uplink and downlink wireless access points, the bending radius and kilometer mark at the line turning point, the configuration type of the trackside wireless equipment, the link attenuation, and the coverage of the wireless access point.

[0018] Preferably, the real-time line information includes output date, time, names of start and end wireless access points, switching order of each wireless access point, switching type, switching time, field strength of wireless access points before and after switching, peak field strength of each wireless access point, peak occurrence time of each wireless access point, association duration, waveform intermittent duration, and same-frequency wireless access point information.

[0019] Preferably, in S3, a fault tree analysis method is used to compare and analyze the line information in S1 with the real-time line information in S2 according to set logical conditions.

[0020] Preferably, the train auxiliary positioning information acquisition process in S3 includes:

[0021] Using a variety of different algorithms based on fault location information, multiple train head position results are calculated respectively;

[0022] According to the section information input by the automatic train monitoring system, multiple train head position results are block checked, unreasonable train head position results are discarded, and the average of the retained train head position results is taken and output as the train auxiliary positioning information.

[0023] Preferably, a plurality of different algorithms are used to calculate a plurality of train head position results respectively based on the fault location information, wherein the different algorithms include a time algorithm, a power algorithm and a vehicle speed algorithm.

[0024] Preferably, a time algorithm is adopted, and the train head position x is calculated according to the peak occurrence time a of the first wireless access point, the peak occurrence time b of the second wireless access point, the time c when the first wireless access point switches to the second wireless access point, the kilometer mark d of the first wireless access point, and the kilometer mark e of the second wireless access point in the fault location information, according to the formula (ca) / (ba)=x / (ed).

[0025] Preferably, a power algorithm is used, according to the running direction of the vehicle head in the fault location information, the peak power a of the second wireless access point, the power b of the first wireless access point to the second wireless access point, the free space attenuation formula, the kilometer mark e of the second wireless access point, the frequency f, the equivalent isotropic radiated power g of the second wireless access point, the gain h of the vehicle antenna and the vehicle link attenuation i, according to the formula ab=g-20log 10 [4π(ey) / λ]+hi, where λ=c / f, c is the speed of light, and the position y of the front of the train is calculated.

[0026] Preferably, a speed algorithm is used to calculate the train head position z according to the speed a of the train when it passes the first wireless access point, the speed b at the time of switching, the kilometer mark c of the first wireless access point, the peak time d of the first wireless access point, and the time e when the first wireless access point switches to the second wireless access point, which are input by the automatic train monitoring system ATS, according to the formula z=[(a+b)*(ed)] / 2+c.

[0027] Preferably, the method further comprises: visualizing the first information and the second information.

[0028] Preferably, the first information and the second information are visualized by generating a graph according to a graph template, specifically:

[0029] The content of setting the chart name includes date, time period, line name, car number, up / down, and station interval; the first information is used as the vertical information of the chart, and different colors are used to distinguish the measured values ​​and the inferred results obtained based on the measured values; the second information is used as the horizontal information of the chart, and the fault location information and the train auxiliary location information are displayed in two forms respectively.

[0030] Preferably, the method further comprises: taking whether a fault occurs as a trigger condition, analyzing and calculating to obtain the train position information at the time of the fault.

[0031] Preferably, the method further comprises: generating a wireless coverage test record at each set time, and obtaining train location information by analysis and calculation.

[0032] According to a second aspect of the present invention, there is provided a wireless coverage test analysis system, comprising:

[0033] A parameter setting module, used to set the line information of the line to be tested;

[0034] An image recognition processing module is used to perform image recognition on the analysis results of the wireless coverage test records of the line to be tested, and generate real-time line information;

[0035] The record association analysis module is used to compare and analyze the line information output by the parameter setting module with the real-time line information output by the image recognition module according to the set logical conditions, and output first information and second information, wherein the first information includes the measured value and the inferred result obtained based on the measured value, and the second information includes the fault location information and the train auxiliary location information.

[0036] The chart display and storage module is used to generate charts according to the fixed chart template based on the information generated by the record association analysis module, and display them to analysts for reading, and store them for archiving.

[0037] According to a third aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and when the processor executes the program, any one of the methods described above is implemented.

[0038] According to a fourth aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein when the program is executed by a processor, any one of the methods described above is implemented.

[0039] Compared with the prior art, the present invention has the following beneficial effects:

[0040] (1) The actual line information of the line to be tested is analyzed through wireless coverage, and the generated graph after wireless coverage analysis is subjected to image recognition to generate real-time line information. Then, the line information is compared and analyzed with the real-time line information according to the set logical conditions to obtain the associated fault location information and train auxiliary location information. In the scenario of failure of the train automatic control system, the fault location accuracy is more accurate than the axle counting section positioning, thus realizing the precise positioning of the train position.

[0041] (2) The data used for record association analysis in the present invention is automatically generated based on wireless coverage analysis software and image recognition processing technology, and the analysis work can be automatically completed directly based on the input data, greatly reducing the time of manual analysis, which is more labor-saving and efficient. Compared with the curve of manual fault analysis and positioning, which is limited by technical capabilities, attitudes and status differences and leads to unstable analysis results, the present invention improves the automated analysis settings, has a more stable state, higher reliability, and can be iteratively upgraded.

[0042] (3) The present invention uses graphic recognition processing technology to analyze and process the graph generated by the wireless coverage analysis software. It does not require a software interface and can be adapted to any analysis software, thus having a wide range of applications.

[0043] (4) The present invention uses chart display and storage settings to generate charts based on the information generated by record association analysis according to a fixed chart template and display them to analysts for reading. The fault location information and train auxiliary location information are stored and archived for subsequent reference and retrieval, which is more convenient. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 The overall architecture diagram of the wireless coverage test and analysis system of the present invention;

[0045] Figure 2 Processing flow chart for overall analysis;

[0046] Figure 3 Processing logic diagrams for fault location;

[0047] Figure 4 Provide logic diagram for train auxiliary positioning processing;

[0048] Figure 5 It is a schematic diagram of wireless coverage analysis and recording;

[0049] Figure 6 This is a schematic diagram of AP layout. DETAILED DESCRIPTION

[0050] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0051] Example

[0052] like Figure 2 As shown, this embodiment provides a rail transit fault location method for wireless coverage test analysis, the method comprising:

[0053] S1. Determine whether the current line to be tested is a new line. If so, enter the line information of the new line and then go to S2. Otherwise, directly obtain the line information and then go to S2.

[0054] Among them, the line information required for the new line includes the transmission medium type (waveguide or leaky cable or free wireless), the name and kilometer mark of the wireless access point AP, the station name and platform kilometer mark, the interlocking area name and kilometer mark, the correspondence between the station and interlocking area and the wireless access point, the number and number of trains, the train length, the frequency of the wireless access point, the transmission power of the wireless access point, the kilometer mark of the Block section, the train running direction, the kilometer mark of the area controller boundary, the normal switching order of the uplink and downlink wireless access points, the bending radius and kilometer mark at the line turning point, the configuration type of the trackside wireless equipment, the link attenuation, and the coverage range of the wireless access point (waveguide and leaky cable).

[0055] S2. Perform image recognition on the wireless coverage analysis results of the line to be tested to generate real-time line information;

[0056] The real-time line information includes the output date and time, the names of the starting and ending wireless access points, the switching order of each wireless access point, the switching type, the switching time, the field strength of the wireless access points before and after the switching, the peak field strength of each wireless access point, the peak occurrence time of each wireless access point, the association duration, the waveform intermittent duration, and the same-frequency wireless access point information.

[0057] S3. Compare and analyze the line information in S1 with the real-time line information in S2 according to the set logical conditions (the fault tree analysis method is used in this embodiment, and other comparison algorithms can also be used), and output first information and second information; wherein the first information includes the measured value and the inferred result obtained based on the measured value, and the second information includes the associated fault location information and train auxiliary location information.

[0058] The process of obtaining train auxiliary positioning information includes:

[0059] Using a variety of different algorithms (this embodiment uses a time algorithm, a power algorithm and a vehicle speed algorithm, and other algorithms may also be used in addition) to calculate multiple train head position results based on the fault location information;

[0060] According to the section information input by the automatic train monitoring system, multiple train head position results are block checked, unreasonable train head position results are discarded, and the average of the retained train head position results is taken and output as the train auxiliary positioning information.

[0061] A time algorithm is adopted, and the train head position x is calculated according to the peak occurrence time a of the first wireless access point, the peak occurrence time b of the second wireless access point, the time c when the first wireless access point switches to the second wireless access point, the kilometer mark d of the first wireless access point, and the kilometer mark e of the second wireless access point in the fault location information, according to the formula (ca) / (ba)=x / (ed).

[0062] The power algorithm is used, based on the running direction of the vehicle head in the fault location information, the peak power a of the second wireless access point, the power b of the first wireless access point to the second wireless access point, the free space attenuation formula, the kilometer mark e of the second wireless access point, the frequency f, the equivalent isotropic radiated power g of the second wireless access point, the gain h of the vehicle antenna and the vehicle link attenuation i, according to the formula ab = g-20log 10 [4π(ey) / λ]+hi, where λ=c / f, c is the speed of light, and the position y of the front of the train is calculated.

[0063] The speed algorithm is adopted, and the train head position z is calculated according to the speed a of the train when passing the first wireless access point, the speed b at the time of switching, the kilometer mark c of the first wireless access point, the peak time d of the first wireless access point, and the time e when the first wireless access point switches to the second wireless access point, which are input by the automatic train monitoring system ATS, according to the formula z=[(a+b)*(ed)] / 2+c.

[0064] In addition, this embodiment also includes: visualizing the first information and the second information by generating a graph according to a chart template, specifically: setting the content of the chart name to include date, time period, line name, car number, up / down, and station interval; using the first information as the vertical information of the chart, using different colors to distinguish between the actual measured values ​​and the inferred results obtained based on the actual measured values; using the second information as the horizontal information of the chart, and displaying the fault location information and the train auxiliary location information in two forms respectively.

[0065] In this embodiment, whether a fault occurs is used as a trigger condition, and the train position information at the time of the fault is obtained by analysis and calculation; or a wireless coverage test record can be generated at each set time, and the train position information can be obtained by analysis and calculation.

[0066] like Figure 1 As shown, this embodiment also provides a wireless coverage test and analysis system for locating faults and trains in a rail transit signal system, the system comprising:

[0067] The parameter setting module is used to set the line information of the line to be tested. Before the first wireless coverage analysis of the line to be tested is performed, the analyst enters the corresponding line information into the parameter setting module. This information includes the transmission medium type, the name and kilometer mark of the AP, the station name and platform kilometer mark, the interlocking area name and kilometer mark, the correspondence between the station and the interlocking area and the AP, the number and number of trains, the train length, the frequency of the AP, the transmission power of the AP, the number and kilometer mark of the block section, the train running direction, the ZC boundary kilometer mark, the normal switching order of the uplink and downlink APs, the bending radius and kilometer mark at the line turn, the TRE configuration type, the link attenuation, the AP coverage range (waveguide and leaky cable), etc.

[0068] The image recognition processing module is used to perform image recognition on the analysis results of the wireless coverage test records of the line to be tested, and generate real-time line information.

[0069] Identify the straightforward information on the graph generated by the wireless coverage analysis software, such as AP name, switching type, and switching time, and further identify and calculate implicit information, such as switching order, AP field strength before and after switching, peak value of each AP, association duration, waveform intermittent duration, APs with the same frequency, etc.

[0070] The record association analysis module is used to compare and analyze the line information output by the parameter setting module with the real-time line information output by the image recognition module according to the set logical conditions (such as fault tree analysis method, etc.), and output first information and second information. The first information includes the measured value and the inferred result obtained based on the measured value, and the second information includes fault location information and train auxiliary location information.

[0071] Specifically, from a vertical perspective, two types of information are output to the subsequent chart display and storage modules. One type is objective information, such as the measured peak value of AP101_blue is -30dBm and the theoretical peak value is -20dBm. The other type is subjective information, such as the measured peak values ​​of AP102_blue, AP103_blue, and AP101_red are all -20dBm. Combined with the above situation of AP101_blue, it is inferred that there is a problem with the antenna or feeder of AP101_blue.

[0072] Horizontally, two types of information are generated:

[0073] One type is fault location information, which is based on the abnormal record and logical judgment to infer where the problem caused the fault, such as Figure 3 As shown, the acquisition process includes:

[0074] 1) Input graphic identification information and manual input information. For example, the graphic identification information is -- the date and time of AP switching, such as AP101 switching to AP103, the switching order, such as AP101 switching to AP103 switching to AP105, the peak value of AP, such as AP101 and AP103 are both -30dBm, the power of AP during switching, such as AP101 is -70dBm and AP103 is -55dBm, the intermittent time of the waveform during switching, such as AP101 switching to AP103 is 3s, the switching time, such as AP101 switching to AP103 is 120ms, the switching type, such as AP101 switching to AP103 is the second type of switching, etc., and the manual input information is -- 10 cars, the switching threshold is -68dBm, the theoretical switching order of the car head in the straight road and downlink direction is AP101-AP103-AP105, and the normal switching time is within 150ms.

[0075] 2) Make an abnormal judgment. The abnormal conditions are: self-cutting or pingpong, non-type 1 or 2 switching, red and blue network difference of more than 3dB, waveform intermittent for more than 1.5s, wrong switching sequence, etc. Therefore, according to the information input in step 101, it is judged that AP101 and AP103 are interfered when switching.

[0076] 3) Output fault location information.

[0077] The other type is train auxiliary positioning information, such as Figure 4 As shown, the acquisition process includes:

[0078] 1) Output the fault location information to the time algorithm module, power algorithm module, and vehicle speed algorithm module respectively;

[0079] 2) The time algorithm module calculates the train head position x according to the AP101 peak time a, AP103 peak time b, AP101 to AP103 time c, AP101 kilometer mark d, and AP103 kilometer mark e according to the algorithm (ca) / (ba)=x / (ed), and outputs it to the block verification module;

[0080] 3) The power algorithm module uses the following as the front of the vehicle in the running direction, the peak power of AP103 a, the power of AP103 when AP101 switches to AP103 b, the free space attenuation formula, the AP103 kilometer mark e, the frequency f, the EIRP of AP103 g, the gain of the vehicle antenna h, and the vehicle link attenuation i, and calculates ab=g-20log 10 [4π(ey) / λ]+hi, where λ=c(speed of light) / f, calculate the train head position y and output it to the block verification module;

[0081] 4) The speed algorithm module calculates the train head position z according to the ATS input of the train speed a when passing AP101, the speed b when switching, the AP101 kilometer mark c, the AP101 peak time d, and the AP101 switching time e, according to the algorithm y=[(a+b)*(ed)] / 2+c, and outputs it to the block verification module; Note: when there is no speed input, the record association analysis module will skip this step.

[0082] 5) The block verification module confirms whether the train head position calculated by the above three algorithms is reasonable based on the section information input by ATS, such as the train head is located in block 528, and the kilometer mark of this section is KP1000-KP1200. An unreasonable one will be discarded, and a reasonable one will be retained. Note: When no block information is input, the record association analysis module will skip this step and directly pass on the information of step 202 and step 203.

[0083] 6) Take the average value of the train position information retained after analysis by the block verification module and output it.

[0084] Train auxiliary positioning is associated with fault positioning, that is, the calculation of the train's current position is triggered only when a fault is determined.

[0085] The chart display and storage module is used to generate charts according to the fixed chart template based on the information generated by the record association analysis module, and display them to analysts for reading, and store them for archiving.

[0086] The chart name contains information such as date, time, train number, network ID, and interval. For example, the name of the chart is June 24, 2024--10:00 to 11:00--Egypt Ramadan 10th City Line--10 Car Blue Network--Uplink--Rehab City to NewCairo Government. The first column in the table is the name of the AP, the second column is the measured peak value of the AP... and the last column is the subjective information in step 3--it is speculated that there is a problem with the antenna or feeder of AP101_blue.

[0087] The two types of vertical information (objective information and subjective information) are displayed in two colors, and the two types of horizontal information (fault location information and train auxiliary location information) are displayed in two forms. The charts can be exported in the form of JPG, XML, etc., and stored in the wireless coverage test analysis system for subsequent reference.

[0088] Line parameters are rarely changed after initial setup.

[0089] Figure 5 This is a graph generated by a wireless coverage test and analysis system (Free Wireless). Figure 6 It is part of the line parameters (free wireless).

[0090] It should be noted that:

[0091] 1) Different transmission media (waveguide, leaky cable, free wireless) or communication standards and technologies (Wi-Fi, 4G, 5G) will lead to different line parameters and judgment logic, but the process, steps and thinking mode are the same;

[0092] 2) One of the purposes of the present invention is to calculate the position of the train when a fault occurs, so the calculation is performed based on whether a fault occurs as a trigger condition. It can also be calculated according to other conditions and purposes, such as generating a wireless coverage record every minute, parsing it with wireless coverage analysis software, and then calculating the train position information through the wireless coverage test analysis system of this invention (such as sampling and calculating once every 5 seconds).

[0093] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0094] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0095] The processing unit performs the various methods and processes described above, such as methods S1 to S3. For example, in some embodiments, methods S1 to S3 may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S3 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S3 in any other appropriate manner (e.g., by means of firmware).

[0096] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip systems (SOCs), load programmable logic devices (CPLDs), and the like.

[0097] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0098] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0099] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A rail transit fault location method for wireless coverage test analysis, characterized in that: The method comprises: S1. Determine whether the current line to be tested is a new line. If so, enter the line information of the new line and then go to S2. Otherwise, directly obtain the line information and then go to S2. S2. Perform image recognition on the wireless coverage test analysis results of the line to be tested to generate real-time line information; S3. Compare and analyze the line information in S1 and the real-time line information in S2 according to the set logical conditions, and output the first information and the second information; wherein the first information includes the measured value and the inferred result obtained based on the measured value, and the second information includes the associated fault location information and train auxiliary location information.

2. The method according to claim 1, characterized in that The line information required for the new line in S1 includes the transmission medium type, the name and kilometer mark of the wireless access point, the station name and platform kilometer mark, the interlocking area name and kilometer mark, the correspondence between the station and the interlocking area and the wireless access point, the number and number of trains, the train length, the frequency of the wireless access point, the transmission power of the wireless access point, the kilometer mark of the Block section, the train running direction, the kilometer mark of the regional controller boundary, the normal switching order of the uplink and downlink wireless access points, the bending radius and kilometer mark at the line turning point, the configuration type of the trackside wireless equipment, the link attenuation, and the coverage of the wireless access point.

3. The method according to claim 1, characterized in that The real-time line information includes output date, time, names of start and end wireless access points, switching order of each wireless access point, switching type, switching time, field strength of wireless access points before and after switching, peak field strength of each wireless access point, peak occurrence time of each wireless access point, association duration, waveform intermittent duration, and same-frequency wireless access point information.

4. The method according to claim 1, characterized in that: In S3, the fault tree analysis method is used to compare and analyze the line information in S1 and the real-time line information in S2 according to the set logical conditions.

5. The method according to claim 1, characterized in that The train auxiliary positioning information acquisition process in S3 includes: Using a variety of different algorithms based on fault location information, multiple train head position results are calculated respectively; According to the section information input by the automatic train monitoring system, multiple train head position results are block checked, unreasonable train head position results are discarded, and the average of the retained train head position results is taken and output as the train auxiliary positioning information.

6. The method according to claim 5, characterized in that The method adopts a plurality of different algorithms to calculate and obtain a plurality of train head position results based on the fault location information, wherein the different algorithms include a time algorithm, a power algorithm and a vehicle speed algorithm.

7. The method according to claim 6, characterized in that A time algorithm is adopted, and the train head position x is calculated according to the peak occurrence time a of the first wireless access point, the peak occurrence time b of the second wireless access point, the time c when the first wireless access point switches to the second wireless access point, the kilometer mark d of the first wireless access point, and the kilometer mark e of the second wireless access point in the fault location information, according to the formula (ca) / (ba)=x / (ed).

8. The method according to claim 6, characterized in that The power algorithm is used, based on the running direction of the vehicle head in the fault location information, the peak power a of the second wireless access point, the power b of the first wireless access point to the second wireless access point, the free space attenuation formula, the kilometer mark e of the second wireless access point, the frequency f, the equivalent isotropic radiated power g of the second wireless access point, the gain h of the vehicle antenna and the vehicle link attenuation i, according to the formula ab = g-20log 10 [4π(ey) / λ]+hi, where λ=c / f, c is the speed of light, and the position y of the front of the train is calculated.

9. The method according to claim 6, characterized in that The speed algorithm is adopted, and the train head position z is calculated according to the speed a of the train when passing the first wireless access point, the speed b at the time of switching, the kilometer mark c of the first wireless access point, the peak time d of the first wireless access point, and the time e when the first wireless access point switches to the second wireless access point, which are input by the automatic train monitoring system ATS, according to the formula z=[(a+b)*(ed)] / 2+c.

10. The method according to claim 1, characterized in that The method further includes: visualizing the first information and the second information.

11. The method according to claim 10, characterized in that The first information and the second information are visualized by generating a graph according to a graph template, specifically: The content of setting the chart name includes date, time period, line name, car number, up / down, and station interval; the first information is used as the vertical information of the chart, and different colors are used to distinguish the measured values ​​and the inferred results obtained based on the measured values; the second information is used as the horizontal information of the chart, and the fault location information and the train auxiliary location information are displayed in two forms respectively.

12. The method according to claim 1, characterized in that The method further comprises: taking whether a fault occurs as a trigger condition, analyzing and calculating to obtain the train position information at the time of the fault.

13. The method according to claim 1, characterized in that The method further includes: generating a wireless coverage test record at each set time, and obtaining train position information by analysis and calculation.

14. A wireless coverage test and analysis system, characterized in that: include: A parameter setting module, used to set the line information of the line to be tested; An image recognition processing module is used to perform image recognition on the analysis results of the wireless coverage test records of the line to be tested, and generate real-time line information; The record association analysis module is used to compare and analyze the line information output by the parameter setting module with the real-time line information output by the image recognition module according to the set logical conditions, and output first information and second information, wherein the first information includes the measured value and the inferred result obtained based on the measured value, and the second information includes the fault location information and the train auxiliary location information. The chart display and storage module is used to generate charts according to the fixed chart template based on the information generated by the record association analysis module, and display them to analysts for reading, and store them for archiving.

15. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 13 is implemented.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 13 is implemented.

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