Method for realizing efficient acquisition of rail surface voltage by using side-by-side copper wheel acquisition structure

Abstract

The invention relates to the technical field of railway signal detection, and discloses a method for realizing rail surface voltage efficient acquisition by using a side-by-side copper wheel acquisition structure, which comprises the steps of configuring an inner side copper wheel, a middle copper wheel and an outer side copper wheel to be coaxially arranged side by side, establishing rolling contact of the side-by-side copper wheel acquisition structure relative to a rail surface of a steel rail, and implementing all-road-condition self-adaptive redundant conduction. The method comprises the following steps of: automatically establishing an optimal electrical conduction path by utilizing a parallel electrical topology, filtering and amplifying an original analog voltage signal to obtain a conditioning voltage signal, extracting a target characteristic value to generate a digital voltage sequence, executing time-space synchronous matching to generate a detection data frame, and writing the detection data frame into a memory to form a line voltage distribution database. According to the method, the discontinuous metal light band is captured through the transverse wide coverage characteristic of a side-by-side copper wheel acquisition structure, the problem of signal interruption caused by single-point contact is solved, and quantitative evaluation of the compensation capacitance value and the steel rail transmission attenuation coefficient is achieved based on a line voltage distribution database.

Description

Technical Field

[0001] This invention relates to the field of railway signal detection technology, specifically a method for efficiently acquiring rail surface voltage using a side-by-side copper wheel acquisition structure. Background Technology

[0002] As a fundamental component of the railway signaling system, track circuits play a crucial role in train occupancy checks and the transmission of train operation instructions. To ensure train safety and maintain the normal operation of track circuits, it is necessary to periodically test the rail surface voltage and analyze the electrical parameters and equipment status of the track circuits based on the changing patterns of the rail surface voltage data.

[0003] In existing dynamic detection operations of track circuits, vehicle-mounted contact acquisition devices are used to obtain rail surface voltage signals. Rails are exposed to the outdoor environment for a long time, and the rail surface is often covered with an oxide rust layer, oil stains, or physically uneven areas, resulting in discontinuous conductivity characteristics of the rail surface. Traditional acquisition devices mostly use single-point contact wheelsets or slipper structures. The single-point contact structure is difficult to adapt to the complex surface conditions of the rail surface during high-speed operation. When the single-point contact structure passes through rusted areas or jumps, the contact resistance will fluctuate drastically or even break the circuit momentarily, resulting in amplitude distortion, noise interference, or signal loss of the acquired original analog voltage signal.

[0004] Unstable signal acquisition quality affects the accuracy of subsequent data analysis. Due to the lack of continuous and high signal-to-noise ratio rail surface voltage data, it is difficult to establish an accurate line voltage distribution model. It is also impossible to effectively quantitatively invert the compensation capacitor value, rail transmission attenuation coefficient, and track bed insulation performance based on voltage envelope characteristics. Existing detection methods can only detect rail breaks or short circuit faults. It is difficult to identify and locate hidden electrical parameter deterioration or poor contact faults in the early stage. Therefore, how to establish a low-impedance and stable electrical conduction path under complex rail surface conditions and achieve a comprehensive evaluation of key track circuit parameters based on high-quality acquisition data is a technical problem that urgently needs to be solved in the field of railway signal detection. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a method for efficiently acquiring rail surface voltage using a parallel copper wheel acquisition structure. This method solves the problem that existing single-point contact acquisition devices struggle to establish a continuous and stable low-impedance electrical conduction path when there is an oxide or rust layer or physically uneven area on the rail surface. This results in amplitude fluctuations, noise interference, or signal loss in the output original analog voltage signal, making it impossible to quantitatively evaluate the compensation capacitor value, rail transmission attenuation coefficient, and track bed insulation performance based on the original analog voltage signal.

[0006] To achieve the above objectives, this invention provides a method for efficiently acquiring rail surface voltage using a side-by-side copper wheel structure, comprising the following steps: S1. Configure a parallel copper wheel acquisition structure, and arrange three independent copper conductive wheels, namely the inner copper wheel, the middle copper wheel and the outer copper wheel, coaxially side by side. Apply a constant downward mechanical pressure to the parallel copper wheel acquisition structure to establish a rolling contact state between the parallel copper wheel acquisition structure and the rail surface. S2. Implement full-condition adaptive redundant conduction, and automatically establish the optimal electrical conduction path between the inner copper wheel, the middle copper wheel, and the outer copper wheel and the rail surface based on the physical surface condition of the rail surface. S3. The original analog voltage signal is output through the parallel copper wheel acquisition structure. The original analog voltage signal is then subjected to analog low-pass filtering and linear gain amplification through the signal conditioning circuit to obtain the conditioned voltage signal. S4. Real-time high-speed extraction of target feature values, discretization sampling of conditioning voltage signal to generate digital voltage sequence, and calculation of rail surface voltage amplitude measurement results using fast spectrum analysis; S5. Synchronous mapping of acquired data: The rail surface voltage amplitude measurement results are spatiotemporally matched with the real-time track mileage coordinate data to generate a detection data frame. S6. Database generation: The detection data frames are written into a non-volatile memory to form a line voltage distribution database. S7. Intelligent cyclic control of the acquisition task, monitoring motion status and instructions, calculating the logical state of the acquisition task, jumping back to step S2 when the calculation result is false, and driving the parallel copper wheel acquisition structure to reset when the calculation result is true.

[0007] Furthermore, the configuration of the parallel copper wheel acquisition structure in step S1 also includes a low-impedance path construction process. This process involves installing conductive rolling bearings between the inner, middle, and outer copper wheels and the central fixed shaft. The outer rings of the conductive rolling bearings are interference-fitted with the inner bore walls of the inner, middle, and outer copper wheels, respectively, and the inner rings of the conductive rolling bearings are interference-fitted with the central fixed shaft. The conductive paths of the inner, middle, and outer copper wheels are then connected to the signal output terminal of the central fixed shaft, forming inner, middle, and outer copper wheel branches within the parallel copper wheel acquisition structure. When the parallel copper wheel acquisition structure is pressed against the rail surface, the inner, middle, and outer copper wheel branches form a parallel structure in terms of electrical topology.

[0008] Furthermore, the implementation of full-condition adaptive redundant conduction in step S2 includes: utilizing the lateral wide coverage characteristics of the parallel copper wheel acquisition structure, automatically sweeping and capturing discontinuous metal light bands during high-speed rolling along the longitudinal direction of the track; the discontinuous metal light bands are the exposed metal areas where the rust layer has been removed; as long as any one of the inner copper wheel, middle copper wheel, and outer copper wheel physically contacts the discontinuous metal light band, it is determined to be effective conduction; the combination of the inner copper wheel, middle copper wheel, and outer copper wheel follows the minimum contact resistance threshold inequality, utilizing the electrical characteristics of the parallel structure to maintain a low-impedance electrical connection between the parallel copper wheel acquisition structure and the rail surface.

[0009] Furthermore, the logical state calculation of the acquisition task in step S7 includes: determining whether to terminate the current high-efficiency acquisition task through the task state determination formula. The task state determination formula performs logical operations based on the instantaneous travel speed of the track circuit detection vehicle, the received manual forced stop command status value, and the current line mileage coordinates. When the calculation result of the task state determination formula is true, a reset signal is automatically sent to the suspension pressure mechanism, driving the inner copper wheel, middle copper wheel, and outer copper wheel to quickly detach from the rail, so that the parallel copper wheel acquisition structure enters the standby state.

[0010] Furthermore, it also includes an online rapid diagnostic process for the compensation capacitor value. This process includes: reading the line voltage distribution database, performing a high-speed extreme value search operation on the sequence, identifying all voltage envelope peaks in the rail surface voltage amplitude measurement result sequence, where each voltage envelope peak corresponds in physical space to the location of the compensation capacitor node installed on the rail line; extracting key voltage parameters for each identified compensation capacitor node, including the center voltage amplitude of the current compensation capacitor node, the adjacent preceding voltage amplitude of the current compensation capacitor node along the direction of travel, and the adjacent following voltage amplitude of the current compensation capacitor node along the direction of travel; calculating the actual capacitance value of the current compensation capacitor node based on the transmission line theory inversion model, following the three-point capacitance inversion formula; comparing the calculated actual capacitance value with the preset nominal capacitance value; and generating a capacitor fault alarm record when the actual capacitance value deviates from the nominal capacitance value by more than the preset tolerance range.

[0011] Furthermore, it also includes a quantitative evaluation process for rail transmission efficiency, which includes: extracting the transmission characteristic parameters of the rail line from the line voltage distribution database; selecting a smooth voltage data segment located between two adjacent compensation capacitor nodes, wherein the smooth voltage data segment contains only the naturally decaying voltage sequence reflecting the transmission characteristics of the rail line itself; fitting and analyzing the smooth voltage data segment based on the exponential decay model of transmission line theory to calculate the rail line transmission attenuation coefficient to be solved; quantitatively characterizing the amplitude attenuation of the rail line to the track circuit signal through the transmission attenuation coefficient; comparing the calculated transmission attenuation coefficient with the standard rail factory parameters; and storing the transmission attenuation coefficient and the comparison results in non-volatile memory.

[0012] Furthermore, it also includes a rapid screening process for track bed insulation performance. This process includes: retrieving the transmission attenuation coefficient stored in non-volatile memory, and simultaneously retrieving the preset unit rail impedance modulus; calculating the current distributed track bed resistance value based on transmission line distributed parameter theory, following the track bed resistance inversion formula, which is based on the unit rail impedance modulus and transmission attenuation coefficient; comparing the calculated distributed track bed resistance value with a preset minimum track bed resistance alarm threshold; and determining that there is a risk of current leakage to ground in the current track section when the distributed track bed resistance value is less than the minimum track bed resistance alarm threshold, thus generating a low track bed resistance alarm message.

[0013] Furthermore, it also includes the execution of a real-time monitoring process for the electromagnetic environment and interference. This process includes: acquiring the digital voltage sequence generated in step S4; determining the interference frequency index based on the pre-stored track circuit frequency distribution table; simultaneously acquiring the main carrier frequency index; extracting the interference spectrum amplitude corresponding to the interference frequency index and the main signal spectrum amplitude corresponding to the main carrier frequency index; calculating the amplitude ratio between the interference signal and the main signal, with the amplitude ratio calculation following the crosstalk coefficient evaluation formula to obtain the crosstalk coefficient of adjacent segments or adjacent lines; comparing the calculated crosstalk coefficient with a preset interference tolerance threshold; and when the crosstalk coefficient is greater than the interference tolerance threshold, determining that there is a potential for co-channel or adjacent-channel interference exceeding the threshold in the current track segment, and generating interference alarm data.

[0014] Furthermore, it also includes a non-contact assessment process for the impedance status of electrical insulation joints. This process includes: locating the physical range of the electrical insulation joint in the voltage-mileage correspondence curve based on the line mileage coordinates; extracting voltage envelope characteristic values ​​within the physical range, including the peak and trough amplitudes of the voltage standing wave within the physical range; calculating the equivalent impedance modulus of the electrical insulation joint based on the voltage standing wave ratio principle, following the insulation joint impedance estimation formula; comparing the equivalent impedance modulus with a preset standard impedance range; and determining that a capacitor breakdown fault or coil short-circuit fault has occurred in the tuning unit within the electrical insulation joint when the equivalent impedance modulus is lower than the lower limit of the standard impedance range, generating an insulation failure alarm signal.

[0015] Furthermore, it also includes performing a signal path integrity verification process, which includes: extracting the inlet and outlet voltage amplitudes of the track section to be tested from the line voltage distribution database, and simultaneously acquiring the physical length data and transmission attenuation coefficient of the track section to be tested. The transmission attenuation coefficient is derived from the calculation output of the quantitative evaluation process of rail transmission efficiency; calculating the signal detour coefficient of the track section to be tested based on transmission line theory, the calculation process of the signal detour coefficient follows the detour deviation evaluation formula; comparing the calculated signal detour coefficient with a preset detour safety threshold, and when the signal detour coefficient exceeds the detour safety threshold, it is determined that there is a signal detour hazard in the track section to be tested, and a detour fault diagnosis report is generated.

[0016] This invention provides a method for efficiently acquiring rail surface voltage using a side-by-side copper wheel acquisition structure. It offers the following advantages: 1. This invention utilizes a parallel copper wheel acquisition structure, coaxially arranging the inner, middle, and outer copper wheels side-by-side. By leveraging the parallel structure formed by the electrical topology of these three copper wheel branches, adaptive redundant conduction is implemented across all track conditions. Even when a rust layer exists on the rail surface, the wide lateral coverage of the inner, middle, and outer copper wheels automatically sweeps and captures discontinuous metallic light bands. As long as any one of these wheels physically contacts the discontinuous metallic light band, a low-impedance path is established. This solves the problem of signal interruption caused by the rail surface condition during single-point contact, ensuring the continuity and stability of the original analog voltage signal acquisition.

[0017] 2. This invention performs analog low-pass filtering and linear gain amplification on the original analog voltage signal through a signal conditioning circuit. It then generates a digital voltage sequence using a real-time high-speed extraction step of the target feature value. Combined with a synchronous mapping step for the acquired data, the rail surface voltage amplitude measurement results are spatiotemporally matched with real-time track mileage coordinate data at the microsecond level. The detected data frames are written into a non-volatile memory to form a track voltage distribution database, achieving a strict correspondence between rail surface voltage data and physical geographical location. This provides a high-quality, spatiotemporally referenced fundamental data source for subsequent quantitative analysis of track circuit electrical parameters.

[0018] 3. This invention, based on a line voltage distribution database, enables the execution of multiple independent diagnostic logics, including online rapid diagnosis of compensation capacitor values, quantitative assessment of rail transmission efficiency, and rapid screening of track bed insulation performance. Through inversion models and exponential decay models based on transmission line theory, key parameters such as actual capacitance values, rail transmission attenuation coefficients, and distributed track bed resistance values ​​are separated from the voltage envelope characteristics. This allows for non-contact quantitative assessment of the status and environmental parameters of key electrical components in the track circuit system without disassembling equipment or interrupting train operation, thus improving the ability to identify hidden electrical faults. Attached Figure Description

[0019] Figure 1 This is a block diagram of the hardware structure of the present invention; Figure 2 This is the main flowchart of the method of the present invention; Figure 3 This is a schematic diagram of the data processing and fault diagnosis process of the present invention. Detailed Implementation

[0020] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] See attached document Figure 1 This invention provides a method for efficiently acquiring rail surface voltage using a parallel copper wheel acquisition structure. The configuration process of the parallel copper wheel acquisition structure includes selecting three independent copper conductive wheels as basic contact units. The three independent copper conductive wheels are defined as an inner copper wheel, a middle copper wheel, and an outer copper wheel, respectively. The inner copper wheel, the middle copper wheel, and the outer copper wheel are arranged coaxially side by side along the same physical rotation axis. The inner copper wheel, the middle copper wheel, and the outer copper wheel are all made of beryllium copper or chromium zirconium copper conductive copper alloy material. The conductive copper alloy material provides wear-resistant mechanical properties and low resistivity electrical properties.

[0022] To ensure that the parallel copper wheel acquisition structure can establish an electrical conduction path even when there is a rust layer or insulating dirt layer on the rail surface, the geometric dimensions of the parallel copper wheel acquisition structure are set to cover the metal light strip on the rail surface. The metal light strip on the rail surface is the non-rusted metal area exposed on the rail surface due to long-term rolling by train wheels. The dimensions and spacing of the inner, middle, and outer copper wheels are configured so that the total lateral coverage width of the parallel copper wheel acquisition structure meets the coverage condition formula: ; in, This indicates the total lateral coverage width of the side-by-side copper wheel acquisition structure in the transverse direction of the rail surface; Indicates the first The width of a single copper conductive wheel is set to be equal for all three copper conductive wheels. This indicates the axial clearance width between two adjacent copper conductive wheels, and controlling the axial clearance width prevents mechanical interference between adjacent copper conductive wheels; This indicates the maximum lateral free width of the metallic light band on the rail surface.

[0023] By setting the total lateral coverage width to meet the coverage condition formula, when the parallel copper wheel acquisition structure moves with the track circuit detection vehicle and undergoes lateral serpentine movement, the combination of the inner copper wheel, the middle copper wheel, and the outer copper wheel can always cover the distribution area of ​​the metal light strip on the rail surface in physical space. When most of the rail surface is covered by a rust layer, at least one of the inner copper wheel, the middle copper wheel, and the outer copper wheel can physically contact the metal light strip on the rail surface, thereby establishing a low-impedance current transmission channel from the rail surface to the copper conductive wheel.

[0024] This invention also provides a low-impedance path construction process for a side-by-side copper wheel acquisition structure. The low-impedance path construction process includes installing conductive rolling bearings between the inner copper wheel, the middle copper wheel, and the outer copper wheel and the central fixed shaft, respectively. The outer ring of the conductive rolling bearing is interference-fitted with the inner wall of the inner copper wheel, the middle copper wheel, and the outer copper wheel, respectively. The inner ring of the conductive rolling bearing is interference-fitted with the central fixed shaft. Through the interference fit connection, the radial micro-movement clearance between the inner copper wheel, the middle copper wheel, and the outer copper wheel and the central fixed shaft during rotation is eliminated, and the physical degrees of freedom of the inner copper wheel, the middle copper wheel, and the outer copper wheel are restricted to pure rotational motion around the central fixed shaft.

[0025] In terms of electrical connection, the conductive paths of the inner copper wheel, the middle copper wheel and the outer copper wheel are connected to the signal output terminal of the central fixed shaft. Thus, an inner copper wheel branch, a middle copper wheel branch and an outer copper wheel branch are formed inside the parallel copper wheel acquisition structure. When the parallel copper wheel acquisition structure is pressed against the rail surface, the inner copper wheel branch, the middle copper wheel branch and the outer copper wheel branch form a parallel structure in electrical topology.

[0026] The real-time total contact resistance between the parallel copper wheel acquisition structure and the rail surface follows the formula for parallel resistance of multi-point contact: ; in, Indicates time The real-time total contact resistance between the parallel copper wheel acquisition structure and the rail surface is measured. Indicates time Instantaneous contact resistance at the contact point between the inner copper wheel and the rail surface; Indicates time Instantaneous contact resistance at the contact point between the intermediate copper wheel and the rail surface; Indicates time Instantaneous contact resistance at the contact point between the outer copper wheel and the rail surface; This represents the internal equivalent on-resistance of a conductive rolling bearing.

[0027] Because the conductive rolling bearing uses an interference fit connection, the internal equivalent conduction resistance of the conductive rolling bearing remains constant at a low value. During the rolling of the parallel copper wheel acquisition structure along the rail surface, the electrical characteristics of the parallel structure are utilized. When the instantaneous contact resistance of any individual of the inner, middle, or outer copper wheel increases to infinity due to contact with the insulation corrosion point of the rail surface, the value of the real-time total contact resistance is determined by the remaining copper wheel branches that maintain good contact, thereby maintaining a low-impedance electrical connection between the parallel copper wheel acquisition structure and the rail surface.

[0028] See attached document Figure 2 This invention provides a method for efficiently acquiring rail surface voltage using a parallel copper wheel acquisition structure, comprising the following steps: S1: Construct a pure rolling, zero-delay physical access interface. Place the parallel copper wheel acquisition structure on the rail under pressure. Control the suspension pressure mechanism of the track circuit detection vehicle to perform a descent action, applying a constant downward vertical mechanical pressure to the parallel copper wheel acquisition structure. This pressure drives the inner, middle, and outer copper wheels to simultaneously press against the top surface of the rail.

[0029] To ensure signal continuity during high-speed acquisition and prevent spark interference caused by sliding friction, a rolling contact state between the parallel copper wheel acquisition structure and the rail surface is established, requiring the instantaneous relative velocity of the inner, middle, and outer copper wheels at the contact point to be essentially zero.

[0030] By establishing a rolling contact state, the parallel copper wheel acquisition structure eliminates relative sliding friction on the rail surface, thus eliminating high-frequency mechanical vibration noise at the source and preventing wear on the copper wheel surface material due to sliding friction. The suspension pressure mechanism continuously outputs a constant downward mechanical pressure, ensuring that when the inspection vehicle passes through rail joints or turnout areas at high speed, the three copper wheels can still follow the vertical undulations of the rail surface, maintaining uninterrupted physical contact and guaranteeing the continuity of the acquisition operation.

[0031] S2: Implement full-condition adaptive redundant conduction, automatically establishing the optimal electrical conduction path between the inner copper wheel, the middle copper wheel, and the outer copper wheel and the rail surface based on the physical surface condition of the rail surface.

[0032] When the rail surface is smooth and free of rust, the three copper wheels make physical contact at the same time, forming three parallel conducting loops in the electrical topology, which minimizes the contact impedance and provides a low-loss voltage signal transmission channel.

[0033] When the rail surface is covered with a high-resistivity rust layer, the transverse wide coverage characteristic of the parallel copper wheel acquisition structure is utilized to automatically sweep and capture discontinuous metal light bands (i.e., the exposed metal areas after removing the rust layer) during high-speed rolling along the longitudinal direction of the track.

[0034] Effective conduction is determined as long as any one of the three copper wheels makes physical contact with the discontinuous metallic light strip. The multi-path redundancy mechanism follows the minimum contact resistance threshold inequality: ; in, This indicates the current effective contact resistance of the side-by-side copper wheel acquisition structure; This represents a function that takes the minimum value. This indicates the instantaneous contact resistance between the inner copper wheel and the rail surface; This represents the instantaneous contact resistance between the intermediate copper wheel and the rail surface; This indicates the instantaneous contact resistance between the outer copper wheel and the rail surface; This indicates the maximum allowable input contact resistance threshold for the signal acquisition circuit.

[0035] By satisfying the minimum contact resistance threshold inequality, even if some copper wheels are broken due to contact with the rust layer, the potential can still be transmitted instantaneously through the copper wheel with the lowest contact resistance, without the need to stop and retest, thus improving the data acquisition efficiency under complex road conditions.

[0036] S3: Low-noise direct acquisition of raw analog signals. The raw analog voltage signal containing rail surface potential information is output through the parallel copper wheel acquisition structure. The signal is directly transmitted to the central fixed shaft through the conduction path.

[0037] By utilizing the pure rolling contact physical characteristics established in step S1, contact noise is actively suppressed, so that the noise component generated by rolling contact in the output original analog voltage signal is limited to the microvolt level and does not contain spark interference. A high signal-to-noise ratio signal is directly output to the subsequent circuit without the need to add additional mechanical scraping or arc extinguishing devices at the physical acquisition end, which simplifies the acquisition link and improves the overall response speed.

[0038] S4: Construct a high-speed signal conditioning channel. After the original signal is captured, it enters the fast signal conditioning stage. The hardware circuit, which integrates the signal conditioning circuit, analog-to-digital conversion module and digital signal processing unit, responds immediately. First, it activates the preset signal conditioning circuit and introduces the signal into the high-impedance input interface through a low-noise shielded cable.

[0039] The high-impedance input interface is configured with an impedance value much greater than the source impedance to prevent load effects, ensure the authenticity of the original signal amplitude during high-speed dynamic changes, and achieve lossless introduction of voltage signals.

[0040] The signal conditioning circuit then performs analog low-pass filtering and linear gain amplification on the signal. The analog low-pass filtering quickly removes high-frequency interference and electromagnetic noise above the Nyquist frequency; the linear gain amplification instantaneously maps the signal amplitude to the optimal linear range of the analog-to-digital converter module.

[0041] After the above processing, the weak signal is converted into a conditioned voltage signal with high signal-to-noise ratio and amplitude adaptation, providing a standard analog signal source for subsequent high-speed digital quantization.

[0042] S5: Real-time high-speed extraction of target feature values. After obtaining the standard conditioning signal, the analog-to-digital conversion module and digital signal processing unit are started to perform real-time streaming acquisition and extraction.

[0043] The analog-to-digital converter module performs high-speed discretization sampling of the conditioned voltage signal at equal intervals, and converts the continuous time domain signal into a discrete time domain digital voltage sequence according to the preset sampling frequency.

[0044] The digital signal processing unit performs fast spectral analysis on the digital voltage sequence, directly separating a specific carrier frequency component from the wideband sequence and calculating the corresponding physical voltage amplitude in real time. The calculation process follows the discrete spectrum amplitude extraction formula: ; in, Indicates the target frequency index The measured result of the rail surface voltage amplitude obtained from the calculation; This represents the total number of sampling points participating in one Fast Fourier Transform operation; Represents the first in a digital voltage sequence The digital value of the voltage at each sampling point; An integer variable representing the time index of a discrete time series; Represents the mathematical imaginary unit; This represents the discrete index value in the frequency domain corresponding to the carrier frequency of the target track circuit signal; It represents the base of the natural logarithm.

[0045] By executing the discrete spectrum amplitude extraction formula, out-of-band noise and adjacent line crosstalk are quickly filtered out, and the voltage amplitude containing only the target carrier frequency information is directly output. This realizes online real-time compression from massive sampled data to effective feature values, improving data flow efficiency.

[0046] S6: Synchronous mapping and high-speed database construction of acquired data. This step receives the rail surface voltage amplitude output from step S5 and simultaneously acquires real-time track mileage coordinate data provided by the onboard external mileage positioning sensor. It performs microsecond-level spatiotemporal synchronization matching, associating and binding the voltage amplitude and mileage coordinates at the same time point to generate a detection data frame containing location information. The structure follows the data vector construction formula. ; in, Indicates the first The detection data frame vector generated at each sampling time; Indicates the first The longitudinal mileage coordinates of the rail line corresponding to each sampling time; Indicates the first The measurement results of the rail surface voltage amplitude calculated at each sampling time; The sequence index integer representing the discrete sampled sequence.

[0047] The detection data frames are streamed into a non-volatile memory to form a complete line voltage distribution database in sequence index order. At the same time, the data frames are pushed to the analysis terminal in real time through the data communication interface to draw curves. This mode of simultaneous acquisition, synchronization and storage ensures zero data backlog and zero data loss under high-speed driving conditions.

[0048] S7: Intelligent cyclic control of data acquisition tasks, real-time monitoring of the movement status of the track circuit detection vehicle and external commands, periodic calculation of the logical status of data acquisition tasks, to achieve fully automated continuous data acquisition management.

[0049] The decision to terminate the current high-efficiency data acquisition task is determined using a task status determination formula. ; in, Indicates time The task termination logic flag is set. When the task termination logic flag is true, the termination process is triggered. When the task termination logic flag is false, the running process is maintained. Indicates time The track circuit detects the instantaneous speed of the vehicle; This indicates the preset minimum effective operating speed threshold. Indicates time The status value of the received manual forced stop command is 1, which means that a stop command exists. Indicates time Current route mileage coordinates; This indicates the preset endpoint mileage coordinates of the data collection task; Represents the logical OR operator.

[0050] When the calculation result is false, it is determined that it is in the valid working range, and the logic seamlessly jumps back to step S2 to immediately start the signal acquisition of the next cycle, maintaining a high-frequency, uninterrupted acquisition cycle.

[0051] When the calculation result is true, a reset signal is automatically sent to the suspension pressure mechanism, driving the copper wheel to quickly detach from the rail, physically cutting off the contact path, and putting the parallel copper wheel acquisition structure into standby mode, thus completing this efficient acquisition task.

[0052] See attached document Figure 3 This invention provides an online rapid diagnostic process for the capacitance value of compensation capacitors. It reads a line voltage distribution database stored in a non-volatile memory. The line voltage distribution database contains a sequence of rail surface voltage amplitude measurement results that correspond one-to-one with the line mileage coordinates.

[0053] A high-speed extremum search operation is performed on the sequence to instantly extract key voltage feature parameters. The local maximum search operation identifies all voltage envelope peaks in the rail surface voltage amplitude measurement result sequence. The voltage envelope peaks correspond in physical space to the locations of compensation capacitor nodes installed on the rail line.

[0054] For each identified compensation capacitor node, key voltage parameters are extracted. These key voltage parameters include the center voltage amplitude of the current compensation capacitor node, the adjacent preceding voltage amplitude of the current compensation capacitor node along the driving direction, and the adjacent following voltage amplitude of the current compensation capacitor node along the driving direction.

[0055] The actual capacitance value of the current compensation capacitor node is calculated using an inversion model based on transmission line theory. The calculation process follows the three-point capacitance inversion formula: ; in, This represents the actual capacitance value calculated at the current compensation capacitor node; This represents the transmission constant of the rail track at the current carrier frequency; This indicates the physical installation spacing between two adjacent compensation capacitor nodes; Indicates the magnitude of the adjacent preceding voltage; Indicates the magnitude of the adjacent subsequent voltage; Indicates the center voltage amplitude; Indicates the angular frequency of the track circuit signal; This represents the characteristic impedance of the rail track. Represents the hyperbolic cosine function; This represents the hyperbolic sine function.

[0056] The calculated actual capacitance value is compared with the preset nominal capacitance value. When the actual capacitance value deviates from the nominal capacitance value by more than the preset tolerance range, a capacitor fault alarm record is generated. The capacitor fault alarm record includes the line mileage coordinates of the current compensation capacitor node and the actual capacitance value data.

[0057] See attached document Figure 3 This invention provides a quantitative evaluation process for rail transmission efficiency, which is used to extract the transmission characteristic parameters of rail lines from the line voltage distribution database, select a smooth voltage data segment located between two adjacent compensation capacitor nodes, exclude voltage fluctuation areas affected by the local tuning effect of compensation capacitors, and include only the naturally decaying voltage sequence that reflects the transmission characteristics of the rail line itself.

[0058] An exponential decay model based on transmission line theory was used to fit and analyze the smoothed voltage data segment. The exponential decay model describes the natural decay law of the rail surface voltage amplitude as the transmission distance increases, and its functional relationship is as follows: ; in, Indicates the first segment of the smoothed voltage data. The magnitude of the rail surface voltage at each data point; The reference voltage amplitude indicates the starting position of the smoothed voltage data segment; The base of the natural logarithm; This represents the rail line transmission attenuation coefficient to be solved; Indicates the first The relative distance values ​​of each data point to the starting position; The index variable representing the data point.

[0059] The transmission attenuation coefficient is used to quantitatively characterize the amplitude attenuation of the track circuit signal by the rail line. The calculated transmission attenuation coefficient is compared with the standard rail factory parameters. The comparison results reflect whether there is a physical condition of the rail line with excessively low ballast resistance or abnormally increased rail impedance. The transmission attenuation coefficient and the comparison results are stored in non-volatile memory to complete the quantitative assessment of the electrical transmission status of the rail line.

[0060] See attached document Figure 3 This invention provides a rapid screening process for track bed insulation performance, used to quantitatively assess the insulation leakage performance of rail lines to the ground. It calls up the transmission attenuation coefficient stored in non-volatile memory. The transmission attenuation coefficient is calculated by the quantitative assessment process of rail transmission efficiency and serves as the core input parameter characterizing the signal attenuation rate along the line. At the same time, it calls up the preset unit rail impedance modulus value, which is determined based on the physical type of the rail and the operating frequency of the current track circuit signal.

[0061] The current distributed track bed resistance value is calculated based on the transmission line distributed parameter theory. The calculation process follows the track bed resistance inversion formula: ; in, This represents the calculated resistance value per kilometer of the distributed track bed. The modulus of the rail impedance per unit length; This represents the transmission attenuation coefficient output from the primary parameter measurement process of the rail.

[0062] The calculated distributed track bed resistance value is compared with the preset minimum track bed resistance alarm threshold. When the distributed track bed resistance value is less than the minimum track bed resistance alarm threshold, it is determined that there is a risk of current leakage to ground in the current track section, and a low track bed resistance alarm message is generated. The low track bed resistance alarm message includes the track mileage section where the low resistance abnormality occurred and the specific distributed track bed resistance value. The low track bed resistance alarm message prompts maintenance personnel to perform track bed cleaning or drainage ditch cleaning operations in specific sections, thereby restoring the ground insulation performance of the rail track.

[0063] See attached document Figure 3 This invention provides a real-time monitoring process for electromagnetic environment and interference, used to quantitatively detect the interference level of signal cross-regional transmission between adjacent track sections and electromagnetic coupling of signals between adjacent parallel lines on the main signal, and to obtain a digital voltage sequence. The digital voltage sequence is generated by the analog-to-digital conversion module through equally spaced discretized sampling of the original analog voltage signal.

[0064] The interference frequency index is determined based on the pre-stored track circuit frequency distribution table. The interference frequency index corresponds to the carrier frequency used by adjacent track sections or adjacent parallel lines. At the same time, the main carrier frequency index is obtained, which corresponds to the nominal operating frequency of the currently detected track section.

[0065] Extract the interference spectrum amplitude corresponding to the interference frequency index and the main signal spectrum amplitude corresponding to the main carrier frequency index. Calculate the amplitude ratio of the interference signal to the main signal. The calculation process for the amplitude ratio follows the crosstalk coefficient evaluation formula: ; in, This represents the calculated crosstalk coefficient of adjacent segments or adjacent lines; This represents an array of spectral amplitude sequences generated by the Fast Fourier Transform operation; This represents the interference frequency index, used to address the amplitude of the interference signal in the spectrum amplitude sequence array; This represents the primary carrier frequency index, used to address the amplitude of the primary signal within the spectrum amplitude sequence array; Indicates the spectral amplitude of the interference signal; This represents the spectral amplitude of the main signal.

[0066] The calculated crosstalk coefficient is compared with the preset interference tolerance threshold. When the crosstalk coefficient is greater than the interference tolerance threshold, it is determined that there is a potential for co-channel or adjacent-channel interference exceeding the threshold in the current track section. Interference alarm data is generated, and the interference alarm data marks the line mileage section where strong interference occurs. The interference alarm data guides signal maintenance personnel to check for insulation joint damage or to investigate the electromagnetic radiation source generated by unbalanced traction current of adjacent lines.

[0067] See attached document Figure 3 This invention provides a non-contact assessment process for the impedance status of electrical insulation joints, used to monitor the electrical isolation performance between adjacent sections of track circuits, and to locate the physical range of the electrical insulation joint in the voltage-mileage correspondence curve based on the line mileage coordinates.

[0068] Voltage envelope characteristic values ​​are extracted within the physical range. These characteristics include the peak and trough amplitudes of the voltage standing wave (VSWR) within the physical range. The equivalent impedance modulus of the electrical insulation joint is calculated based on the VSWR principle. The calculation process follows the insulation joint impedance estimation formula. ; in, This represents the calculated equivalent impedance modulus of the electrical insulation joint; This represents the characteristic impedance modulus of the rail track. This indicates the peak amplitude of the voltage standing wave within the physical range of the electrical insulation joint; This indicates the amplitude of the voltage standing wave trough within the physical range of the electrical insulation joint; This represents the preset tuning area coupling correction coefficient, which is used to compensate for measurement deviations caused by the internal resistance of transmitters in adjacent sections.

[0069] The equivalent impedance magnitude is compared with the preset standard impedance range. When the equivalent impedance magnitude is lower than the lower limit of the standard impedance range, it is determined that the tuning unit in the electrical insulation joint has a capacitor breakdown fault or a coil short circuit fault, generating an insulation failure alarm signal. The insulation failure alarm signal prompts maintenance personnel to perform a tuning unit replacement operation on the electrical insulation joint.

[0070] See attached document Figure 3 This invention provides a signal path integrity verification process to identify whether there are abnormal detours in the transmission of track circuit signals via non-target paths. Abnormal detours are caused by improper lateral connection of the traction return line or electromagnetic coupling effect of adjacent parallel tracks.

[0071] The voltage amplitude at the entrance and exit ends of the track section to be tested is extracted from the line voltage distribution database. At the same time, the physical length data of the track section to be tested and the transmission attenuation coefficient of the rail line are obtained. The transmission attenuation coefficient is derived from the calculation output of the quantitative evaluation process of rail transmission efficiency.

[0072] The signal detour coefficient of the track section to be detected is calculated based on transmission line theory. The signal detour coefficient quantitatively characterizes the deviation between the actual received voltage and the theoretically predicted voltage. The calculation process of the signal detour coefficient follows the detour deviation evaluation formula: ; in, This represents the calculated signal tortuosity coefficient; This indicates the voltage amplitude at the exit end of the track section to be tested; This indicates the voltage amplitude at the entrance of the track section to be tested; The base of the natural logarithm; This represents the transmission loss coefficient of the rail line; This represents the physical length data of the track segment to be detected; This represents the absolute value operator.

[0073] The calculated signal detour coefficient is compared with the preset detour safety threshold. When the signal detour coefficient exceeds the detour safety threshold, it is determined that there is a potential signal detour in the track section to be inspected, and a detour fault diagnosis report is generated. The detour fault diagnosis report indicates the location of the physical section where there is signal leakage or abnormal injection. The detour fault diagnosis report assists signal maintenance personnel in checking the connection status of the transverse connecting lines and the isolation integrity of the insulation joints.

[0074] A comparison of the physical characteristics of the traditional carbon brush sliding contact method and the copper wheel rolling contact method adopted in this invention reveals that, under high-speed operation, the traditional carbon brush sliding contact method results in severe relative sliding friction between the carbon brush and the rail surface. This relative sliding friction causes microscopic discrete sparks and high-frequency mechanical vibrations at the contact interface, which in turn introduce broadband electromagnetic pulse noise into the voltage signal acquisition circuit.

[0075] The parallel copper wheel acquisition structure of this invention utilizes inner, middle, and outer copper wheels to establish a zero-slip, pure rolling contact mechanism, reducing the macroscopic relative sliding speed at the contact point to near zero. This eliminates frictional spark noise from its physical source. The extremely low wear intensity ensures the surface smoothness of the parallel copper wheel acquisition structure under long-term high-speed operation, extending equipment life, guaranteeing the native high signal-to-noise ratio of the acquired signal, and improving the overall channel quality of the acquisition link. To verify the technical advantages of this invention in terms of durability and signal purity, this embodiment analyzes the wear intensity of the contact interface. In the traditional carbon brush sliding contact method, the relative sliding speed is equal to the travel speed of the track circuit detection vehicle, resulting in a high level of wear intensity at the contact interface. However, in the parallel copper wheel acquisition structure provided by this invention, due to the use of rolling contact, the relative sliding speed is essentially zero. The extremely low wear intensity ensures that the copper wheels maintain a smooth contact surface for a long time, thereby eliminating spark noise caused by poor contact from its physical source and significantly extending the field operating life of the parallel copper wheel acquisition structure.

[0076] Conductivity evaluation is conducted for high-impedance conditions where the rail surface is covered with iron oxide rust or environmental contamination. The iron oxide rust layer forms a non-conductive insulating film on the rail surface. The insulating film blocks the current path of traditional low-pressure contact measurement, and the insulating film causes amplitude attenuation or complete loss of voltage acquisition signal.

[0077] To overcome the hindering effect of the insulating film, the parallel copper wheel acquisition structure utilizes a constant vertical pressure provided by a suspension pressure mechanism to generate high-intensity local contact stress on the contact micro-elements between the copper wheel and the rail. This high-intensity local contact stress can physically crush or instantaneously break through the oxide and corrosion layer, forcing the copper wheel to directly contact the rail's base metal and establish a low-impedance metallic conductive channel. This active film-breaking mechanism ensures that even on heavily corroded lines, the parallel copper wheel acquisition structure can still efficiently acquire high-fidelity raw data, avoiding signal loss.

[0078] To evaluate the electrical connection reliability of the parallel copper wheel acquisition structure under dynamic high-frequency vibration environment, the single-point contact acquisition method is subject to frequent mechanical vibration caused by wheel-rail excitation when the vehicle is running at high speed. The mechanical vibration causes the contact interface to separate momentarily, and the momentary separation of the contact interface causes the contact circuit impedance to change drastically between zero ohms and infinity.

[0079] A multi-redundant topology architecture is established, and the parallel copper wheel acquisition structure uses three copper wheels to construct three concurrent conductive channels. Based on the principle of parallel circuits, the dynamic equivalent contact resistance is reduced. When the vehicle is running at high speed and causes violent mechanical vibrations, as long as any one channel remains conductive, the signal can be transmitted. This physical-level redundancy smoothing mechanism suppresses violent fluctuations in contact resistance and ensures the continuity and stability of the voltage signal in the full speed domain, demonstrating extremely high acquisition efficiency and first-pass success rate.

Claims

1. A method for efficiently acquiring rail surface voltage using a parallel copper wheel structure, characterized in that, Includes the following steps: S1. Configure a parallel copper wheel acquisition structure, and arrange three independent copper conductive wheels, namely the inner copper wheel, the middle copper wheel and the outer copper wheel, coaxially side by side. Apply a constant downward mechanical pressure to the parallel copper wheel acquisition structure to establish a rolling contact state between the parallel copper wheel acquisition structure and the rail surface. S2. Implement full-condition adaptive redundant conduction, and automatically establish the optimal electrical conduction path between the inner copper wheel, the middle copper wheel and the outer copper wheel and the rail surface according to the physical surface condition of the rail surface. S3. The original analog voltage signal is output through the parallel copper wheel acquisition structure. The original analog voltage signal is then subjected to analog low-pass filtering and linear gain amplification by the signal conditioning circuit to obtain the conditioned voltage signal. S4. Real-time high-speed extraction of target feature values, discretization sampling of the conditioning voltage signal to generate a digital voltage sequence, and calculation of the rail surface voltage amplitude measurement result using fast spectrum analysis; S5. Synchronous mapping of collected data: The rail surface voltage amplitude measurement results are spatiotemporally matched with the real-time track mileage coordinate data to generate a detection data frame. S6. Database generation: The detection data frame is written into a non-volatile memory to form a line voltage distribution database. S7. Intelligent cyclic control of the acquisition task, monitoring the motion status and instructions, calculating the logical state of the acquisition task, jumping back to step S2 when the calculation result is false, and driving the parallel copper wheel acquisition structure to reset when the calculation result is true.

2. The method for efficient acquisition of rail surface voltage using a parallel copper wheel structure according to claim 1, characterized in that, The configuration of the parallel copper wheel acquisition structure in step S1 also includes a low-impedance path construction process. The low-impedance path construction process includes installing conductive rolling bearings between the inner copper wheel, the middle copper wheel, and the outer copper wheel and the central fixed shaft, respectively. The outer ring of the conductive rolling bearing is interference-fitted with the inner wall of the inner copper wheel, the middle copper wheel, and the outer copper wheel, respectively, and the inner ring of the conductive rolling bearing is interference-fitted with the central fixed shaft. The conductive paths of the inner copper wheel, the middle copper wheel, and the outer copper wheel are connected to the signal output terminal of the central fixed shaft, forming an inner copper wheel branch, a middle copper wheel branch, and an outer copper wheel branch inside the parallel copper wheel acquisition structure. When the parallel copper wheel acquisition structure is pressed against the rail surface, the inner copper wheel branch, the middle copper wheel branch, and the outer copper wheel branch form a parallel structure in electrical topology.

3. The method for efficient acquisition of rail surface voltage using a parallel copper wheel structure according to claim 1, characterized in that, The implementation of all-road-condition adaptive redundant conduction in step S2 includes: Utilizing the wide lateral coverage of the parallel copper wheel acquisition structure, it automatically sweeps and captures discontinuous metal light bands during high-speed rolling along the longitudinal direction of the line. The discontinuous metal light bands are the exposed metal areas where the rust layer has been removed. As long as any one of the inner copper wheel, middle copper wheel, and outer copper wheel physically contacts the discontinuous metal light strip, it is determined to be effectively conductive; the combination of the inner copper wheel, middle copper wheel, and outer copper wheel follows the minimum contact resistance threshold inequality, and utilizes the electrical characteristics of the parallel structure to maintain a low impedance electrical connection between the parallel copper wheel acquisition structure and the rail surface.

4. The method for efficient acquisition of rail surface voltage using a parallel copper wheel structure according to claim 1, characterized in that, The logical state of the data acquisition task calculated in step S7 includes: The task status determination formula determines whether to terminate the current high-efficiency data acquisition task. The task status determination formula is based on the instantaneous travel speed of the track circuit detection vehicle, the received manual forced stop command status value, and the current line mileage coordinates. When the calculation result of the task status determination formula is true, a reset signal is automatically sent to the suspension pressure mechanism, driving the inner copper wheel, the middle copper wheel and the outer copper wheel to quickly detach from the rail, so that the parallel copper wheel acquisition structure enters the standby state.

5. The method for efficient acquisition of rail surface voltage using a parallel copper wheel structure according to claim 1, characterized in that, It also includes performing an online rapid diagnostic process for the compensation capacitor value, which includes: The line voltage distribution database is read, and a high-speed extreme value search operation is performed on the sequence to identify all voltage envelope peaks in the rail surface voltage amplitude measurement result sequence. The voltage envelope peaks correspond in physical space to the locations of compensation capacitor nodes installed on the rail line. For each identified compensation capacitor node, key voltage parameters are extracted. The key voltage parameters include the center voltage amplitude of the current compensation capacitor node, the adjacent preceding voltage amplitude of the current compensation capacitor node along the driving direction, and the adjacent following voltage amplitude of the current compensation capacitor node along the driving direction. The actual capacitance value of the current compensation capacitor node is calculated based on the inversion model of transmission line theory. The calculation process of the actual capacitance value follows the three-point capacitance inversion formula. The calculated actual capacitance value is compared with the preset nominal capacitance value. When the actual capacitance value deviates from the nominal capacitance value by more than the preset tolerance range, a capacitor fault alarm record is generated.

6. The method for efficient acquisition of rail surface voltage using a parallel copper wheel structure according to claim 1, characterized in that, It also includes a process for quantitatively evaluating rail transport efficiency, which includes: The transmission characteristic parameters of the rail line are extracted from the line voltage distribution database, and a smooth voltage data segment located between two adjacent compensation capacitor nodes is selected. The smooth voltage data segment contains only the naturally decaying voltage sequence that reflects the transmission characteristics of the rail line itself. The smooth voltage data segment is fitted and analyzed using an exponential decay model based on transmission line theory to calculate the rail line transmission attenuation coefficient to be solved. The transmission attenuation coefficient is used to quantitatively characterize the amplitude attenuation of the track circuit signal by the rail line. The calculated transmission attenuation coefficient is compared with the standard rail factory parameters, and the transmission attenuation coefficient and the comparison result are stored in the non-volatile memory.

7. A method for efficient acquisition of rail surface voltage using a parallel copper wheel structure according to claim 6, characterized in that, It also includes performing a rapid screening process for the insulation performance of the track bed, the rapid screening process for the insulation performance of the track bed comprising: The transmission attenuation coefficient stored in the non-volatile memory is invoked, and the preset unit rail impedance modulus value is also invoked. The current distributed track bed resistance value is calculated based on the transmission line distributed parameter theory. The calculation process of the distributed track bed resistance value follows the track bed resistance inversion formula, which is based on the unit rail impedance modulus and the transmission attenuation coefficient. The calculated distributed track bed resistance value is compared with the preset minimum track bed resistance alarm threshold. When the distributed track bed resistance value is less than the minimum track bed resistance alarm threshold, it is determined that there is a risk of current leakage to ground in the current track section, and a low track bed resistance alarm message is generated.

8. The method for efficient acquisition of rail surface voltage using a parallel copper wheel structure according to claim 1, characterized in that, It also includes a real-time monitoring process for the electromagnetic environment and interference, which includes: Obtain the digital voltage sequence generated in step S4, determine the interference frequency index based on the pre-stored track circuit frequency distribution table, and simultaneously obtain the main carrier frequency index; Extract the interference spectrum amplitude corresponding to the interference frequency index and the main signal spectrum amplitude corresponding to the main carrier frequency index, calculate the amplitude ratio of the interference signal to the main signal, and the calculation process of the amplitude ratio follows the crosstalk coefficient evaluation formula to obtain the crosstalk coefficient of the adjacent segment or adjacent line signal. The calculated crosstalk coefficient is compared with a preset interference tolerance threshold. When the crosstalk coefficient is greater than the interference tolerance threshold, it is determined that there is a potential for co-channel or adjacent-channel interference exceeding the threshold in the current track section, and interference alarm data is generated.

9. A method for efficient acquisition of rail surface voltage using a parallel copper wheel structure according to claim 1, characterized in that, It also includes performing a non-contact assessment process for the impedance status of electrical insulation joints, the non-contact assessment process for the impedance status of electrical insulation joints comprising: Based on the line mileage coordinates, the physical range of the electrical insulation joint is located in the voltage mileage correspondence curve. Voltage envelope feature values ​​are extracted within the physical range, including the voltage standing wave peak amplitude and voltage standing wave trough amplitude within the physical range. The equivalent impedance modulus of the electrical insulation joint is calculated based on the voltage standing wave ratio principle, and the calculation process of the equivalent impedance modulus follows the insulation joint impedance estimation formula; The equivalent impedance modulus is compared with a preset standard impedance range. When the equivalent impedance modulus is lower than the lower limit of the standard impedance range, it is determined that the tuning unit in the electrical insulation joint has a capacitor breakdown fault or a coil short circuit fault, and an insulation failure alarm signal is generated.

10. A method for efficient acquisition of rail surface voltage using a parallel copper wheel structure according to claim 6, characterized in that, It also includes performing a signal path integrity verification process, which includes: The voltage amplitude at the entrance and exit of the track section to be tested is extracted from the line voltage distribution database. At the same time, the physical length data of the track section to be tested and the transmission attenuation coefficient are obtained. The transmission attenuation coefficient is derived from the calculation output of the quantitative evaluation process of rail transmission efficiency. The signal detour coefficient of the track section to be detected is calculated based on transmission line theory, and the calculation process of the signal detour coefficient follows the detour deviation evaluation formula. The calculated signal detour coefficient is compared with a preset detour safety threshold. When the signal detour coefficient exceeds the detour safety threshold, it is determined that there is a signal detour hazard in the track section to be detected, and a detour fault diagnosis report is generated.

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