Train integrity state checking method, device, storage medium and system

Abstract

The embodiment of the invention discloses a train integrity state checking method and device, a storage medium and a system. The train integrity state checking method comprises the steps that after a train is departed, the real-time braking state, the air pipe air pressure of the head end, the air pipe air pressure of the tail end, the train speed and positioning information of the train are obtained regularly; according to the real-time braking state of the train, the air pipe air pressure at the head end and the air pipe air pressure at the tail end, first integrity state checking is conducted on the train, and a first integrity state checking result is obtained; performing second integrity state inspection on the train according to the real-time speed and positioning information of the train to obtain a second integrity state inspection result; and determining the integrity state of the train according to the first integrity state checking result and the second integrity state checking result. According to the train integrity state checking method, device, storage medium and system, the integrity state of the train can be automatically checked, and the automation degree of the train is improved.

Description

Technical Field

[0001] The present application relates to the field of railway signals, and more specifically, to a train integrity status checking method, device, storage medium and system. Background Art

[0002] In railway transportation, a train is composed of a traction locomotive and several vehicles connected together by couplers, with gaps between the couplers. When the train is towing, braking, changing slopes, etc., the traction and braking forces on the front and rear of the train are different. Therefore, longitudinal impulses are easily generated between the front and rear vehicles during the operation of the train. If the longitudinal force is greater than the bearing capacity of the coupler, it will cause a broken or uncoupled accident, threatening the safety of the rear train. Train integrity inspection and protection refers to the function of inspecting the overall connection integrity of each car during the operation of the train and taking corresponding protective measures.

[0003] At present, there is an electrical connection between the vehicles of EMU trains or urban rail operations, and the train integrity status is generally judged by the connection status of the dedicated electrical lines between the vehicles. However, there is no electrical connection between the vehicles of freight trains, and the air ducts are connected in series between the front and rear of the train. Therefore, during operation, the driver judges the train integrity based on the wind pressure of the air ducts at the front and rear of the train. At present, for freight trains operating on lines without track circuits, the train integrity mainly depends on the driver's judgment by observing the wind pressure of the train duct and the wind pressure reported at the rear of the train. Therefore, there is an urgent need for a method that can automatically judge the train integrity status. Summary of the invention

[0004] The embodiments of the present application provide a train integrity status checking method, device, storage medium and system. The train integrity status checking method, device, storage medium and system can automatically check the integrity status of the train, thereby improving the automation level of the train.

[0005] The present application embodiment provides a train integrity status checking method, comprising: After the train departs, the real-time braking status of the train, the air duct air pressure at the head end, the air duct air pressure at the tail end, the train speed and positioning information are obtained respectively and regularly; Performing a first integrity status check on the train according to the real-time braking status of the train, the air duct air pressure at the head end, and the air duct air pressure at the tail end, to obtain a first integrity status check result; Performing a second integrity status check on the train according to the train speed and positioning information to obtain a second integrity status check result; The integrity status of the train is determined according to the first integrity status check result and the second integrity status check result.

[0006] In an exemplary embodiment, the integrity status includes unknown, complete, and lost; The first integrity status check of the train is performed according to the real-time braking status of the train, the air duct air pressure at the head end, and the air duct air pressure at the tail end to obtain a first integrity status check result, including: When the real-time braking state of the train is unbraked and the air duct wind pressure at the head end or the air duct wind pressure at the tail end is lower than the first preset wind pressure, the first integrity state check result is that the integrity state of the train is lost; When the real-time braking state of the train is braking and the wind pressure of the wind duct at the head end is lower than the second preset wind pressure and lasts for a preset time, the first integrity state check result is that the integrity state of the train is lost; When the real-time braking state of the train is unbraked and the air duct wind pressure at the head end and the air duct wind pressure at the tail end are equal to or higher than the first preset wind pressure, the first integrity state check result is that the integrity state of the train is intact; When the real-time braking state of the train is braking and the wind pressure of the wind duct at the head end is equal to or higher than the second preset wind pressure, the first integrity state check result is that the integrity state of the train is intact; When the real-time braking state of the train is braking and the wind pressure of the air duct at the head end is lower than the second preset wind pressure and does not last for a preset time, the first integrity state check result is that the integrity state of the train is unknown.

[0007] In an exemplary embodiment, the integrity status includes unknown, complete, and lost; The vehicle speed includes the head-end vehicle speed and the tail-end vehicle speed; The performing a second integrity status check on the train according to the real-time speed and positioning information of the train to obtain a second integrity status check result includes: When the difference between the head-end speed and the tail-end speed is greater than a preset speed difference, the second integrity status check result is that the integrity status of the train is lost; When the positioning information is valid and the train length calculated according to the positioning information of the train exceeds the preset train length, the second integrity status check result is that the integrity status of the train is lost; When the difference between the head-end speed and the tail-end speed is less than or equal to the preset speed difference and the positioning information is valid and the train length calculated according to the positioning information of the train does not exceed the preset train length, the second integrity status check result is that the integrity status of the train is complete; In the case where the positioning information is invalid, the second integrity status check result is that the integrity status of the train is unknown.

[0008] In an exemplary embodiment, determining the integrity status of the train according to the first integrity status check result and the second integrity status check result includes: In the case where any one of the first integrity status check result and the second integrity status check result is lost, determining that the integrity status of the train is lost; When any one of the first integrity status check result and the second integrity status check result is unknown, determining the integrity status of the train according to the other check result; When both the first integrity status check result and the second integrity status check result are complete, determining that the integrity status of the train is complete; In a case where both the first integrity status check result and the second integrity status check result are unknown, it is determined that the integrity status of the train is unknown.

[0009] In an exemplary embodiment, the preset vehicle length is calculated as follows: L DTL =N×Delta+Dev_GNSS×2; Among them, L DTL It represents the preset train length, N is the number of train sets, Delta is the maximum stretching length of the train coupler, and Dev_GNSS is the positioning error.

[0010] In an exemplary embodiment, the method further includes, after the train is initially powered on and before departure, performing a wind test; The train will depart when the integrity status of the train obtained from the wind test is complete.

[0011] In an exemplary embodiment, the wind test includes an automatic wind test; The automatic wind test is carried out as follows: Performing an air charging operation, an air exhaust operation, and an air charging operation on the train in sequence; After each air charging and exhausting operation, measure the air duct pressure at the front end and the rear end of the train respectively; The integrity state of the train is determined based on the duct pressure at the front end and the duct pressure at the rear end of the train after each air filling, and the duct pressure at the front end and the duct pressure at the rear end of the train after exhausting.

[0012] The present application provides a train integrity inspection device, including a memory and a processor. The memory is used to store a program for a train integrity status checking method; The processor is used to read a program for executing the train integrity status checking method, and execute the train integrity status checking method described in any of the above embodiments.

[0013] The present application provides a computer-readable storage medium storing computer-executable instructions, wherein the computer-executable instructions are used to enable the computer to execute the train integrity status checking method described in any of the above embodiments.

[0014] The embodiment of the present application provides a train integrity inspection system, comprising a wind pressure collection sensor arranged at the front end of the train, a wind pressure collection sensor arranged at the rear end, a vehicle speed sensor, a positioning module, a brake pipe pressure sensor and the above-mentioned train integrity inspection device; Wherein, the wind pressure collection sensor at the front end of the train is configured to collect the wind pressure of the air duct at the front end of the train; The wind pressure collection sensor at the rear end of the train is configured to collect the wind pressure of the air duct at the rear end of the train; The positioning module is configured to provide positioning information of the train; The speed sensor is configured to collect the speed of the train; The braking status providing module is configured to provide the braking status of the train.

[0015] The train integrity status inspection method of the embodiment of the present application obtains the real-time braking status, the duct air pressure at the head end, the duct air pressure at the tail end, the vehicle speed and positioning information of the train at regular intervals after the train departs; performs a first integrity status inspection on the train according to the real-time braking status, the duct air pressure at the head end and the duct air pressure at the tail end, and obtains a first integrity status inspection result; performs a second integrity status inspection on the train according to the vehicle speed and positioning information, and obtains a second integrity status inspection result; determines the integrity status of the train according to the first integrity status inspection result and the second integrity status inspection result, and can automatically inspect the integrity status of the train, thereby improving the automation level of the train.

[0016] Other features and advantages of the present application will be described in the following description, and partly become apparent from the description, or understood by practicing the present application. The purpose and other advantages of the present application can be realized and obtained through the structures particularly pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings are used to provide further understanding of the technical solution of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solution of the present application and do not constitute a limitation on the technical solution of the present application.

[0018] Figure 1A schematic diagram of a train integrity status checking method according to an embodiment of the present application; Figure 2 A flow chart of an automatic wind test according to an embodiment of the present application; Figure 3 A schematic diagram of a train integrity status inspection device according to an embodiment of the present application; Figure 4 A schematic diagram of a train integrity status inspection system according to an embodiment of the present application. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical solution and advantages of the present application more clear, the embodiments of the present application will be described in detail with reference to the accompanying drawings. It should be noted that the embodiments and features in the embodiments of the present application can be combined with each other arbitrarily without conflict.

[0020] Figure 1 A schematic diagram of a train integrity status inspection method according to an embodiment of the present application is shown in FIG. Figure 1 As shown, the train integrity status inspection method includes the following steps S11 to S12: S11, after the train departs, regularly obtaining the real-time braking status of the train, the air duct air pressure at the head end, the air duct air pressure at the tail end, the train speed and positioning information; S12, performing a first integrity status check on the train according to the real-time braking status of the train, the air duct air pressure at the front end, and the air duct air pressure at the rear end, to obtain a first integrity status check result; S13, performing a second integrity status check on the train according to the train speed and positioning information, and obtaining a second integrity status check result; S14: Determine the integrity status of the train according to the first integrity status check result and the second integrity status check result.

[0021] The train integrity status inspection method of the embodiment of the present application obtains the real-time braking status, the duct air pressure at the head end, the duct air pressure at the tail end, the vehicle speed and positioning information of the train at regular intervals after the train departs; performs a first integrity status inspection on the train according to the real-time braking status, the duct air pressure at the head end and the duct air pressure at the tail end, and obtains a first integrity status inspection result; performs a second integrity status inspection on the train according to the vehicle speed and positioning information, and obtains a second integrity status inspection result; determines the integrity status of the train according to the first integrity status inspection result and the second integrity status inspection result, and can automatically inspect the integrity status of the train, thereby improving the automation level of the train.

[0022] The train air duct is a pneumatic pipe connecting each car, mainly used to transmit air to achieve braking and other pneumatic functions. It can include brake pipes and main air ducts. Among them, the brake pipe is used to transmit air to achieve the braking function of the train, usually thicker and withstands higher air pressure. The main air duct is used to provide power to pneumatic components, such as opening doors and flushing toilets, etc., and is usually thinner. The air duct pressure in this application mainly refers to the pressure of the brake pipe. Modern trains are equipped with monitoring devices for real-time monitoring of the status of the brake pipe, including pressure changes and leakage.

[0023] The air pressure change in the brake pipe can be monitored in real time through the brake pipe pressure sensor. When the air pressure is lower than the set threshold, the system will determine it as a braking state, thereby obtaining the braking state of the train. The relative displacement sensor between the wheels and the car body can also be used to monitor the longitudinal relative displacement between the wheels of the train bogie and the car body to determine the working state of the brake system, thereby obtaining the braking state of the train. In some other embodiments, the braking state can also be obtained by other methods.

[0024] The train speed can be obtained through a variety of channels, such as measuring the speed through speed sensors, inferring the train's running speed through signal changes in the track circuit, calculating the speed by obtaining position information, and so on.

[0025] The train's positioning information can be obtained through joint calculations using the Beidou Satellite Navigation System (BDS), or by receiving satellite signals through the Global Positioning System (GPS) and then calculating based on the satellite signals. It can also be calculated by monitoring the time it takes for a train to pass through a specific section through track circuits, and so on.

[0026] In an exemplary embodiment, the integrity status includes unknown, complete and lost. Unknown, as the name implies, means that the status is unknown; complete means that there is no broken or uncoupled phenomenon in the train, and the train is complete; lost means that a car is uncoupled in the train.

[0027] In an exemplary embodiment, performing a first integrity status check on the train according to the real-time braking status of the train, the air duct air pressure at the head end, and the air duct air pressure at the tail end to obtain a first integrity status check result may include: When the real-time braking state of the train is unbraked and the air duct wind pressure at the head end or the air duct wind pressure at the tail end is lower than the first preset wind pressure, the first integrity state check result is that the integrity state of the train is lost; When the real-time braking state of the train is braking and the wind pressure of the wind duct at the head end is lower than the second preset wind pressure and lasts for a preset time, the first integrity state check result is that the integrity state of the train is lost; When the real-time braking state of the train is unbraked and the air duct wind pressure at the head end and the air duct wind pressure at the tail end are equal to or higher than the first preset wind pressure, the first integrity state check result is that the integrity state of the train is intact; When the real-time braking state of the train is braking and the wind pressure of the wind duct at the head end is equal to or higher than the second preset wind pressure, the first integrity state check result is that the integrity state of the train is intact; When the real-time braking state of the train is braking and the wind pressure of the air duct at the head end is lower than the second preset wind pressure and does not last for a preset time, the first integrity state check result is that the integrity state of the train is unknown.

[0028] Exemplarily, the first preset wind pressure may be 280 Pascals. In some other embodiments, the first preset wind pressure may be 500 Pascals, etc., which may be set according to actual conditions.

[0029] For example, the preset time may be 10 minutes or may be set according to actual needs.

[0030] Exemplarily, the second preset wind pressure may be equal to the first preset wind pressure, or may be set according to actual needs.

[0031] In an exemplary embodiment, the vehicle speed may include a head-end vehicle speed and a tail-end vehicle speed; The performing a second integrity status check on the train according to the real-time speed and location information of the train to obtain a second integrity status check result may include: When the difference between the head-end speed and the tail-end speed is greater than a preset speed difference, the second integrity status check result is that the integrity status of the train is lost; When the positioning information is valid and the train length calculated according to the positioning information of the train exceeds the preset train length, the second integrity status check result is that the integrity status of the train is lost; When the difference between the head-end speed and the tail-end speed is less than or equal to the preset speed difference and the positioning information is valid and the train length calculated according to the positioning information of the train does not exceed the preset train length, the second integrity status check result is that the integrity status of the train is complete; In the case where the positioning information is invalid, the second integrity status check result is that the integrity status of the train is unknown.

[0032] Exemplarily, the preset vehicle speed difference is set according to actual needs.

[0033] For example, the positioning information may be the positioning information obtained through the Beidou positioning system. The positioning information may include the longitude and latitude of the front end of the train and the longitude and latitude of the rear end.

[0034] For example: The longitude and latitude of the train head end are (lat1, lon1); The longitude and latitude of the train end are (lat2, lon2); Use the Haversine Formula to calculate the distance between two points on the surface of the Earth, which is the length of the train.

[0035] Exemplarily, the preset vehicle length may be calculated as follows: L DTL =N×Delta+Dev_GNSS×2; Among them, L DTL It represents the preset train length, N is the number of train sets, Delta is the maximum stretching length of the train coupler, and Dev_GNSS is the positioning error.

[0036] For example, if the positioning data accuracy does not meet the preset requirements or the positioning information cannot be obtained, the positioning information may be considered invalid. For example, if the train is traveling in a tunnel area or the satellite antenna is blocked, the positioning information may be invalid. If the positioning data accuracy meets the preset requirements, the positioning information may be considered valid.

[0037] In an exemplary embodiment, determining the integrity status of the train according to the first integrity status check result and the second integrity status check result may include: In the case where any one of the first integrity status check result and the second integrity status check result is lost, determining that the integrity status of the train is lost; When any one of the first integrity status check result and the second integrity status check result is unknown, determining the integrity status of the train according to the other check result; When both the first integrity status check result and the second integrity status check result are complete, determining that the integrity status of the train is complete; In a case where both the first integrity status check result and the second integrity status check result are unknown, it is determined that the integrity status of the train is unknown.

[0038] For example, the final train integrity status can be determined by Table 1.

[0039] In an exemplary embodiment, the train integrity status checking method may further include performing a wind test after the train is initially powered on and before departure; The train will depart when the integrity status of the train obtained from the wind test is complete.

[0040] After the train is initially powered on, it must complete a wind test before departure and the test results must be normal. Only then can the integrity status of the train be changed from the initial unknown state to the complete state. The driver can choose to conduct a manual wind test or an automatic wind test based on actual conditions.

[0041] Exemplarily, the automatic wind test is performed as follows: Performing an air charging operation, an air exhaust operation, and an air charging operation on the train in sequence; After each air charging and exhausting operation, measure the air duct pressure at the front end and the rear end of the train respectively; The integrity state of the train is determined based on the duct pressure at the front end and the duct pressure at the rear end of the train after each air filling, and the duct pressure at the front end and the duct pressure at the rear end of the train after exhausting.

[0042] After two air fillings, the air duct pressure at the front end of the train and the air duct pressure at the rear end both reach high air pressure, and after exhausting, the air duct pressure at the front end of the train and the air duct pressure at the rear end reach low air pressure, and the integrity status of the train changes from unknown to complete. High air pressure and low air pressure can be set according to actual needs.

[0043] Table 1 Train integrity status determination table First integrity status check result Second integrity status check result Final train integrity status √ √ √ √ × × √ unknown √ × √ × × × × × unknown × unknown √ √ unknown × × unknown unknown unknown Among them, ×: indicates that the integrity status is lost; √: indicates that the integrity status is complete The automatic wind test can also be carried out as follows Figure 2 The process shown is carried out.

[0044] Exemplarily, for a manual wind test, the driver performs a wind test according to the operating procedures and inputs the wind test result into the on-board device.

[0045] Figure 3 A train integrity inspection device according to an embodiment of the present application includes a memory 100 and a processor 200. The memory 100 is used to store a program for a train integrity status checking method; The processor 200 is used to read a program for executing the train integrity status checking method, and execute the train integrity checking method described in any of the above embodiments.

[0046] The present application provides a computer-readable storage medium storing computer-executable instructions, wherein the computer-executable instructions are used to enable the computer to execute the train integrity checking method described in any of the above embodiments.

[0047] The present application provides a train integrity inspection system, comprising a wind pressure collection sensor arranged at the front end of the train, a wind pressure collection sensor arranged at the rear end, a vehicle speed sensor, a positioning module, a braking state providing module and the above-mentioned train integrity inspection device; Wherein, the wind pressure collection sensor at the front end of the train is configured to collect the wind pressure of the air duct at the front end of the train; The wind pressure collection sensor at the rear end of the train is configured to collect the wind pressure of the air duct at the rear end of the train; The positioning module is configured to provide positioning information of the train; The speed sensor is configured to collect the speed of the train; The braking status providing module is configured to provide the braking status of the train.

[0048] The hardware that can provide the braking status of the train may be, for example, an on-board controller, a brake pipe pressure sensor, etc.

[0049] For example, Figure 4 A schematic diagram of a train integrity inspection system is shown.

[0050] The present application describes multiple embodiments, but the description is exemplary rather than restrictive, and it is obvious to those skilled in the art that there may be more embodiments and implementations within the scope of the embodiments described in the present application. Although many possible feature combinations are shown in the drawings and discussed in the specific embodiments, many other combinations of the disclosed features are also possible. Unless specifically limited, any feature or element of any embodiment may be used in combination with any other feature or element in any other embodiment, or may replace any other feature or element in any other embodiment.

[0051] The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The embodiments, features and elements disclosed in the present application may also be combined with any conventional features or elements to form a unique invention scheme. Any features or elements of any embodiment may also be combined with features or elements from other invention schemes to form another unique invention scheme. Therefore, it should be understood that any feature shown and / or discussed in the present application may be implemented individually or in any appropriate combination. Therefore, except for the limitations made according to the attached claims and their equivalents, the embodiments are not subject to other restrictions. In addition, various modifications and changes may be made within the scope of protection of the attached claims.

[0052] In addition, when describing representative embodiments, the specification may have presented the method and / or process as a specific sequence of steps. However, to the extent that the method or process does not rely on the specific order of the steps described herein, the method or process should not be limited to the steps of the specific order described. As will be understood by those of ordinary skill in the art, other sequences of steps are also possible. Therefore, the specific sequence of the steps set forth in the specification should not be interpreted as a limitation to the claims. In addition, the claims for the method and / or process should not be limited to the steps of performing them in the order written, and those skilled in the art can easily understand that these sequences can be changed and still remain within the spirit and scope of the embodiments of the present application.

[0053] It will be appreciated by those skilled in the art that all or some of the steps, systems, and functional modules / units in the methods disclosed above may be implemented as software, firmware, hardware, and appropriate combinations thereof. In hardware implementations, the division between the functional modules / units mentioned in the above description does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed by several physical components in cooperation. Some or all components may be implemented as software executed by a processor, such as a digital signal processor or a microprocessor, or implemented as hardware, or implemented as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on a computer-readable medium, which may include a computer storage medium (or non-transitory medium) and a communication medium (or transient medium). As is known to those skilled in the art, the term "computer storage medium" includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tapes, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. In addition, it is well known to those skilled in the art that communication media typically contain computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

[0054] In addition, the terms "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first", "second", etc. may explicitly or implicitly include at least one of the features.

[0055] In the description of the present application, “plurality” means at least two, for example, two, three, etc., unless otherwise clearly and specifically defined.

[0056] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0057] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0058] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0059] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A train integrity status inspection method, characterized in that: After the train departs, the real-time braking status of the train, the air duct air pressure at the head end, the air duct air pressure at the tail end, the train speed and positioning information are obtained respectively and regularly; Performing a first integrity status check on the train according to the real-time braking status of the train, the air duct air pressure at the head end, and the air duct air pressure at the tail end, to obtain a first integrity status check result; Performing a second integrity status check on the train according to the train speed and positioning information to obtain a second integrity status check result; The integrity status of the train is determined according to the first integrity status check result and the second integrity status check result.

2. The train integrity status inspection method according to claim 1, characterized in that: The integrity status includes unknown, complete, and lost; The first integrity status check of the train is performed according to the real-time braking status of the train, the air duct air pressure at the head end, and the air duct air pressure at the tail end to obtain a first integrity status check result, including: When the real-time braking state of the train is unbraked and the air duct wind pressure at the head end or the air duct wind pressure at the tail end is lower than the first preset wind pressure, the first integrity state check result is that the integrity state of the train is lost; When the real-time braking state of the train is braking and the wind pressure of the wind duct at the head end is lower than the second preset wind pressure and lasts for a preset time, the first integrity state check result is that the integrity state of the train is lost; When the real-time braking state of the train is unbraked and the air duct wind pressure at the head end and the air duct wind pressure at the tail end are equal to or higher than the first preset wind pressure, the first integrity state check result is that the integrity state of the train is intact; When the real-time braking state of the train is braking and the wind pressure of the wind duct at the head end is equal to or higher than the second preset wind pressure, the first integrity state check result is that the integrity state of the train is intact; When the real-time braking state of the train is braking and the wind pressure of the air duct at the head end is lower than the second preset wind pressure and does not last for a preset time, the first integrity state check result is that the integrity state of the train is unknown.

3. The train integrity status inspection method according to claim 1, characterized in that: The integrity status includes unknown, complete, and lost; The vehicle speed includes the head-end vehicle speed and the tail-end vehicle speed; The performing a second integrity status check on the train according to the real-time speed and positioning information of the train to obtain a second integrity status check result includes: When the difference between the head-end speed and the tail-end speed is greater than a preset speed difference, the second integrity status check result is that the integrity status of the train is lost; When the positioning information is valid and the train length calculated according to the positioning information of the train exceeds the preset train length, the second integrity status check result is that the integrity status of the train is lost; When the difference between the head-end speed and the tail-end speed is less than or equal to the preset speed difference and the positioning information is valid and the train length calculated according to the positioning information of the train does not exceed the preset train length, the second integrity status check result is that the integrity status of the train is complete; In the case where the positioning information is invalid, the second integrity status check result is that the integrity status of the train is unknown.

4. The train integrity status inspection method according to claim 1, characterized in that: The determining the integrity status of the train according to the first integrity status check result and the second integrity status check result comprises: In the case where any one of the first integrity status check result and the second integrity status check result is lost, determining that the integrity status of the train is lost; When any one of the first integrity status check result and the second integrity status check result is unknown, determining the integrity status of the train according to the other check result; When both the first integrity status check result and the second integrity status check result are complete, determining that the integrity status of the train is complete; In a case where both the first integrity status check result and the second integrity status check result are unknown, it is determined that the integrity status of the train is unknown.

5. The train integrity status inspection method according to claim 3, characterized in that: The preset vehicle length is calculated as follows: L DTL =N×Delta+Dev_GNSS×2; Among them, L DTL It represents the preset train length, N is the number of train sets, Delta is the maximum stretching length of the train coupler, and Dev_GNSS is the positioning error.

6. The train integrity status inspection method according to claim 1, characterized in that: Also includes: After the train is initially powered on and before departure, a wind test is performed; The train will depart when the integrity status of the train obtained from the wind test is complete.

7. The train integrity status inspection method according to claim 6, characterized in that: The wind test includes an automatic wind test; The automatic wind test is carried out as follows: Performing an air charging operation, an air exhaust operation, and an air charging operation on the train in sequence; After each air charging and exhausting operation, measure the air duct pressure at the front end and the rear end of the train respectively; The integrity state of the train is determined based on the duct pressure at the front end and the duct pressure at the rear end of the train after each air filling, and the duct pressure at the front end and the duct pressure at the rear end of the train after exhausting.

8. A train integrity inspection device, comprising a memory and a processor, characterized in that: The memory is used to store a program for a train integrity status checking method; The processor is used to read a program for executing the train integrity status checking method, and execute the method according to any one of claims 1 to 7.

9. A computer-readable storage medium storing computer-executable instructions, wherein: The computer executable instructions are used to cause the computer to execute the method according to any one of claims 1 to 7.

10. A train integrity inspection system, comprising a wind pressure collection sensor arranged at the front end of the train, a wind pressure collection sensor arranged at the rear end, a vehicle speed sensor, a positioning module, a braking state providing module and the train integrity inspection device according to claim 8; in, The wind pressure collection sensor at the front end of the train is configured to collect the wind pressure of the air duct at the front end of the train; The wind pressure collection sensor at the rear end of the train is configured to collect the wind pressure of the air duct at the rear end of the train; The positioning module is configured to provide positioning information of the train; The speed sensor is configured to collect the speed of the train; The braking status providing module is configured to provide the braking status of the train.

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