Autonomous power supply alarm elimination track structure state monitoring alarm device and track traffic structure safety state assessment grading alarm method

Abstract

The invention provides a track structure state monitoring alarm device with autonomous power supply and alarm elimination and a track traffic structure safety state assessment grading alarm method, and the device comprises a detection part which is disposed on the side surface of a track sleeper and is used for transmitting the vibration information of the sleeper; the fixing part is arranged on the foundation and used for fixing the whole structure; the sensing part is arranged on the fixing part, is connected with the detection part and is used for converting the vibration information of the detection part into displacement information; and the alarm part is arranged on the fixing part, is connected with the sensing part, and is used for sending out graded alarms according to the displacement information of the sensing part and reporting the alarms through networking. Therefore, the track structure state monitoring alarm device capable of achieving autonomous power supply alarm elimination can give out graded alarms according to changes of the structure safety state and report the alarms in time, the alarm state can be dynamically adjusted, automatic alarm elimination is achieved, the operation and maintenance efficiency is improved, and the labor cost is reduced.

Description

Self-powered track structure condition monitoring and alarm equipment and graded alarm method for assessing the safety status of rail transit structures. Technical Field

[0001] This invention relates to the field of rail transit safety technology, specifically to a track structure status monitoring and alarm device with autonomous power supply and alarm suppression capability, and a method for assessing and classifying the safety status of rail transit structures. Background Technology

[0002] As a crucial component of urban public transportation, the structural safety of operational rail transit directly impacts the normal operation of the city and the safety of people's lives and property. With the continuous expansion of urban rail transit networks, structural health monitoring of operational rail transit has become an important means of ensuring rail transit safety. Rail transit structural health monitoring mainly involves real-time assessment and early warning of the safety status of structures such as tracks, tunnels, and bridges. However, due to the complexity of rail transit structures and the influence of various factors, traditional safety assessment methods often have limitations and cannot comprehensively and accurately reflect the actual safety status of the structure. How to comprehensively consider multiple factors such as deformation, deformation rate, construction progress, and structural defects to quickly and accurately conduct assessments and take appropriate alarm measures to ensure the safe operation of rail transit structures is a major challenge. The existing rail transit structural safety monitoring and alarm systems have obvious limitations: (1) Most rail transit structural safety status monitoring and alarm systems often rely on a single indicator (such as deformation, strain, etc.) for evaluation, ignoring multiple factors such as nearby construction, structural defects and dynamic change rate, resulting in insufficient accuracy of safety status assessment and alarm; (2) Most existing monitoring systems use manual setting of alarm thresholds, lacking adaptive and dynamic feedback mechanisms, making it difficult to automatically adjust alarm thresholds based on real-time data, and failing to achieve refined risk management; (3) When the safety status assessment indicators are relatively abundant, the difficulty in obtaining some indicators or the complexity of threshold calculation leads to problems such as cumbersome evaluation process, insufficient timeliness and difficulty in automation.

[0003] Structural safety status sensing equipment for rail transit forms the basis of multi-indicator fusion assessment and graded alarm methods. In the operation and maintenance of rail transit, traditional alarm equipment may face problems such as insufficient power supply and alarm lag during long-term operation. Existing alarm equipment typically cannot dynamically adjust alarm status according to changes in structural safety status, resulting in a lack of flexibility and timeliness in alarm information cancellation and downgrading. Once an alarm occurs, failure to promptly extinguish it may affect the decision-making and operational management of relevant personnel, causing unnecessary economic losses and resource waste.

[0004] Currently, many rail transit safety monitoring devices rely on external power supplies, making them prone to malfunction in environments without or with unstable power, potentially leading to monitoring interruptions and alarm system failures. Battery-powered devices, on the other hand, cannot operate continuously and require frequent manual intervention. Therefore, there is an urgent need for an alarm device with long-term self-powering capabilities and automatic alarm deactivation functions. Summary of the Invention

[0005] This invention is made to solve the above-mentioned problems, and aims to provide a track structure status monitoring and alarm device with autonomous power supply and alarm cancellation, and a graded alarm method for assessing the safety status of rail transit structures.

[0006] This invention provides a track structure condition monitoring and alarm device with autonomous power supply and alarm suppression, characterized by comprising: a detection unit disposed on the side of a track sleeper for transmitting sleeper vibration information; a fixing unit disposed on the foundation for fixing the overall structure; a sensing unit disposed on the fixing unit and connected to the detection unit for converting the vibration information of the detection unit into displacement information; and an alarm unit disposed on the fixing unit and connected to the sensing unit for issuing graded alarms based on the displacement information of the sensing unit and reporting them to the network.

[0007] The track structure condition monitoring and alarm device with autonomous power supply and alarm cancellation provided by the present invention may also have the following features: wherein the detection unit includes: a detection spring, disposed on the side of the track sleeper, for transmitting sleeper vibration information; and a detection hammer, connected to the detection spring, for transmitting the vibration information of the detection spring.

[0008] The track structure status monitoring and alarm device with autonomous power supply and alarm cancellation provided by the present invention may also have the following features: wherein the fixing part includes: a threaded pile, which is set on the foundation to prevent the overall structure from shifting or floating; and an anti-settlement platform, which is set on the threaded pile to prevent the overall structure from sinking.

[0009] The track structure status monitoring and alarm device with autonomous power supply and alarm cancellation provided by the present invention may also have the following features: wherein the sensing unit includes: a detection platform, which is disposed on the fixed part and is used to support the sensing unit; a flexible detection cloth, which is disposed on the detection platform and is used to sink together with the detection unit when it sinks; a traction line, which passes through the hole of the detection platform and is connected to the flexible detection cloth, and is used to transmit the sinking traction force of the flexible detection cloth; and an insulating sheet, which is connected to the traction line and is used to move under the traction of the traction line.

[0010] The track structure status monitoring and alarm device with autonomous power supply and alarm suppression provided by the present invention may also have the following features: wherein the alarm unit includes: a data box, which is disposed on the fixed part and is used to perform graded alarms and upload monitoring data to the central control platform; an insulating sheet slot, which is disposed on the data box and is used to accommodate the sensing part; and an audible and visual alarm, which is connected to the data box and is used to issue audible alarms and visual warnings.

[0011] The track structure status monitoring and alarm device with autonomous power supply and alarm suppression provided by the present invention may also have the following features: wherein the data box includes: a power supply module for supplying power to the data box; a hierarchical alarm module connected to the power supply module for implementing hierarchical alarms; and a network module connected to the power supply module for uploading monitoring data to the central control platform.

[0012] The track structure status monitoring and alarm device with autonomous power supply and alarm cancellation provided by the present invention may also have the following features: wherein the graded alarm module includes: a first electronic circuit for implementing graded alarms; a second electronic circuit for implementing graded alarms; a third electronic circuit for implementing graded alarms; a fourth electronic circuit for implementing graded alarms; a limiting elastic rope connected to the sensing unit for limiting the position of the sensing unit; and a fixed end disposed on the data box and connected to the limiting elastic rope for fixing the sensing unit.

[0013] This invention provides a graded alarm method for assessing the safety status of rail transit structures. It is implemented using a self-powered, alarm-extinguishing track structure status monitoring and alarm device, as described above. The method includes the following steps: Step S1, establishing a rail transit structure safety status evaluation system; Step S2, collecting rail transit safety data and uploading it to a central control platform; Step S3, the central control platform calculating the safety status level based on the rail transit safety data, a data fusion algorithm, and fixed threshold rules; Step S4, taking corresponding measures based on the safety status level, downgrading or extinguishing the alarm.

[0014] The method for graded alarm assessment of the safety status of rail transit structures provided by this invention may also have the following features: the indicators of the rail transit structure safety status evaluation system include: total deformation of the rail transit structure, cumulative deformation during the construction of adjacent projects, deformation rate during the construction of adjacent projects, key progress of adjacent project construction, and defects in the rail transit structure.

[0015] The rail transit structure safety status assessment and alarm method provided by this invention may also have the following features: the safety status level and corresponding measures include: Level I high risk, immediately stop external engineering construction, take remedial and reinforcement measures, and have experts follow up and demonstrate; Level II high risk, closely monitor and take remedial measures; Level III medium risk, take measures to reduce the impact; Level IV low risk, strengthen tracking and observation.

[0016] The role and effect of invention

[0017] The track structure condition monitoring and alarm device with autonomous power supply and alarm cancellation according to the present invention includes: a detection unit disposed on the side of the track sleeper for transmitting sleeper vibration information; a fixing unit disposed on the foundation for fixing the overall structure; a sensing unit disposed on the fixing unit and connected to the detection unit for converting the vibration information of the detection unit into displacement information; and an alarm unit disposed on the fixing unit and connected to the sensing unit for issuing graded alarms and reporting them to the network based on the displacement information of the sensing unit. Therefore, the track structure condition monitoring and alarm device with autonomous power supply and alarm cancellation of the present invention can issue graded alarms and report them in a timely manner according to changes in the structural safety status, and can also dynamically adjust the alarm status to achieve automatic alarm cancellation, thereby improving operation and maintenance efficiency and reducing labor costs. Attached Figure Description

[0018] Figure 1 is a schematic diagram of the track structure status monitoring alarm with autonomous power supply and alarm cancellation in an embodiment of the present invention.

[0019] Figure 2 is a schematic diagram of the detector unit in an embodiment of the present invention.

[0020] Figure 3 is a schematic diagram of the structure of the fixing part in an embodiment of the present invention.

[0021] Figure 4 is a schematic diagram of the sensing unit in an embodiment of the present invention.

[0022] Figure 5 is a schematic diagram of the settlement of the probe hammer in an embodiment of the present invention.

[0023] Figure 6 is a schematic diagram of the alarm unit in an embodiment of the present invention.

[0024] Figure 7 is a schematic diagram of the hierarchical alarm module in an embodiment of the present invention.

[0025] Figure 8 is a schematic diagram of the graded alarm module at the Level I security monitoring level in an embodiment of the present invention.

[0026] Figure 9 is a schematic diagram of the graded alarm module at the Level II security monitoring level in an embodiment of the present invention.

[0027] Figure 10 is a schematic diagram of the graded alarm module at the Level III security monitoring level in an embodiment of the present invention.

[0028] Figure 11 is a schematic diagram of the graded alarm module at level IV security monitoring in an embodiment of the present invention.

[0029] Figure 12 is a flowchart illustrating the graded alarm method for assessing the safety status of rail transit structures in an embodiment of the present invention. Detailed Implementation

[0030] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0031] To make the technical means, creative features, objectives and effects of this invention easy to understand, the following embodiments, in conjunction with the accompanying drawings, specifically illustrate the track structure status monitoring and alarm device with autonomous power supply and alarm suppression and the graded alarm method for assessing the safety status of rail transit structures.

[0032] Example

[0033] Figure 1 is a schematic diagram of the track structure status monitoring alarm with autonomous power supply and alarm cancellation in an embodiment of the present invention.

[0034] As shown in Figure 1, this embodiment provides a track structure status monitoring and alarm device 100 with autonomous power supply and alarm cancellation, including: a detection unit 10, a fixing unit 20, a sensing unit 30, and an alarm unit 40.

[0035] Figure 2 is a schematic diagram of the detector unit in an embodiment of the present invention.

[0036] As shown in Figure 2, the detection unit 10 is installed on the side of the track sleeper to transmit sleeper vibration information.

[0037] The detection unit 10 includes: a detection spring 11 and a detection hammer 12.

[0038] The detection spring 11 is installed on the side of the track sleeper to transmit sleeper vibration information. One side of the detection spring 11 is connected to the track sleeper, and the other side is connected to the detection hammer head 12.

[0039] The sensing unit 12 is connected to the detection spring 11 to transmit vibration information from the detection spring 11. The detection hammer 12 is a spherical metal object with a large mass, rigidly connected to the detection spring 11. High-speed train travel generates frequent and continuous dynamic loads, and the resulting vibrations have a long-term impact on the track structure and surrounding foundation environment. The track structure itself undergoes periodic micro-deformations under the action of train vibrations, which, over a long period, may lead to structural fatigue, relaxation, and settlement. The foundation soil in the vicinity of the track may also undergo consolidation and recompression under the coupled action of the train's dynamic loads, leading to increased differential settlement of the foundation. When sleeper settlement occurs, the detection spring 11, along with the detection hammer 12, will also settle; when sleeper abnormal vibration occurs, the detection spring 11, along with the detection hammer 12, will also vibrate, with the vibration frequency being the same as the abnormal sleeper vibration frequency, while the vibration amplitude reflects the amplitude of the abnormal sleeper vibration.

[0040] Figure 3 is a schematic diagram of the structure of the fixing part in an embodiment of the present invention.

[0041] As shown in Figure 3, the fixing part 20 is set on the foundation to fix the overall structure.

[0042] The fixing part 20 includes: threaded pile 21 and anti-settlement platform 22.

[0043] Threaded piles 21 are installed on the foundation to prevent displacement or floating of the overall structure. To address the risk of the alarm equipment floating due to train vibration or localized foundation rebound, threaded piles 21, with their downward fixing function, are used to firmly anchor the alarm equipment in the foundation, ensuring no displacement or floating occurs.

[0044] An anti-settlement platform 22 is installed on the threaded pile 21 to prevent the overall structure from settling. The anti-settlement platform 22 is a cuboid platform with its bottom surface connected to the threaded pile 21, which extends deep into the ground, while the anti-settlement platform 22 is located on the ground surface. In this embodiment, an anti-settlement platform 22 with an enlarged base bearing surface is used to improve the compressive stability of the bottom of the alarm equipment, preventing it from settling during train vibration and soil consolidation.

[0045] Figure 4 is a schematic diagram of the sensing unit in an embodiment of the present invention.

[0046] As shown in Figure 4, the sensing unit 30 is disposed on the fixing unit 20 and connected to the detection unit 10, and is used to convert the vibration information of the detection unit 10 into displacement information.

[0047] The sensing unit 30 includes: a detection platform 31, a flexible detection cloth 32, a traction wire 33, and an insulating sheet 34.

[0048] The detection platform 31 is mounted on the fixing part 20, specifically on the top surface of the anti-settlement platform 22, to support the sensing part 30. The detection platform 31 is a rectangular frame with support frames and holes on all four legs, except for the side near the detection spring 11 and the detection hammer head 12, which has no frame. A hole is also provided on the anti-settlement platform 22 directly below the center point of the rectangular frame.

[0049] The flexible detection cloth 32 is mounted on the detection platform 31 and is used to sink together with the detection unit 10 when it sinks. The flexible detection cloth 32 is rectangular.

[0050] The traction line 33 passes through the hole in the detection platform 31 and connects to the flexible detection cloth 32 to transmit the downward traction force of the flexible detection cloth 32. The traction line 33 is provided at each of the four vertices. After passing through the holes at the four feet of the detection platform 31, the traction line 33 converges into a single traction line 33 at the hole on the anti-settlement platform 22 directly below the center point of the rectangular frame.

[0051] The insulating sheet 34 is connected to the traction wire 33 and is used to move under the traction of the traction wire 33.

[0052] The insulating sheet 34 is made of insulating materials that are resistant to high temperature, pressure and friction, such as polyimide film (PI), PET insulating sheet or special composite insulating sheet.

[0053] Figure 5 is a schematic diagram of the settlement of the probe hammer in an embodiment of the present invention.

[0054] As shown in Figure 5, the detection spring 11 and the detection hammer 12 remain stationary, suspended above the flexible detection cloth 32. When the sleeper settles, the detection spring 11 causes the detection hammer 12 to sink, eventually reaching the flexible detection cloth 32 and sinking together. The traction line 33 passes through the hole in the detection platform 31 and, as the flexible detection cloth 32 sinks, pulls the insulating sheet 34 to the left.

[0055] When the sleeper vibrates, although the vertical displacement of the sleeper is very small in each vibration cycle, the detection spring 11 amplifies this vibration and transmits it to the detection hammer 12, causing the detection hammer 12 to swing up and down significantly. This swinging motion causes the flexible detection cloth 32 to undergo a cyclical motion of "pressing down, returning to center, pressing down, returning to center," and the insulating sheet 34 will also undergo a cyclical reciprocating motion of "moving left, moving right, moving left, moving right" along with the traction line 33.

[0056] The periodic reciprocating motion of traction line 33 represents the vibration of the sleeper, the frequency of the reciprocating motion represents the frequency of the vibration, and the scale of the reciprocating motion represents the amplitude of the vibration. The long-term leftward shift of traction line 33 represents the settlement of the sleeper, the distance of the leftward shift represents the degree of settlement, and the rate of the leftward shift represents the rate of settlement.

[0057] Figure 6 is a schematic diagram of the alarm unit in an embodiment of the present invention.

[0058] As shown in Figure 6, the alarm unit 40 is installed on the fixed part, specifically on the top surface of the anti-settlement platform 22, and is connected to the insulating sheet 34 of the sensing unit 30. It is used to issue graded alarms and report them to the network based on the displacement information of the insulating sheet 34.

[0059] The alarm unit 40 includes: a data box 41, an insulating sheet slot 42, and an audible and visual alarm 43.

[0060] The data cartridge 41 is mounted on the fixed part 20 and is used for tiered alarms and uploading monitoring data to the central control platform. The data cartridge 41 includes: a power supply module 411, a tiered alarm module 412, and a network module 413.

[0061] The power supply module 411 supplies power to the data cartridge 41. In this embodiment, the power supply module 411 is a high-energy-density, long-life industrial-grade lithium battery or lithium-sulfur battery pack, encapsulated in a protective chamber inside the data cartridge 41. It is separated from the outer shell by insulating filler material to ensure stable operation under harsh conditions such as vibration, humidity, and dust intrusion. A sealed structure provides waterproof and dustproof protection. The protective chamber of the power supply module 411 can adopt a detachable modular structure, facilitating battery replacement or maintenance without affecting the overall installation accuracy of the monitoring equipment.

[0062] Figure 7 is a schematic diagram of the hierarchical alarm module in an embodiment of the present invention.

[0063] As shown in Figure 7, the graded alarm module 412 is connected to the power supply module 411 to implement graded alarms.

[0064] The graded alarm module 412 includes: a first electronic circuit 4121, a second electronic circuit 4122, a third electronic circuit 4123, and a fourth electronic circuit 4124.

[0065] The first electronic circuit 4121 is used to implement graded alarms. The first electronic circuit 4121 includes a positive electrode 4121a and a negative electrode 4121b.

[0066] The second electronic circuit 4122 is used to implement graded alarms. The second electronic circuit 4122 includes a positive terminal 4122a and a negative terminal 4122b.

[0067] The third electronic circuit 4123 is used to implement graded alarms. The third electronic circuit 4123 includes a positive terminal 4123a and a negative terminal 4123b.

[0068] The fourth electronic circuit 4124 is used to implement graded alarms. The fourth electronic circuit 4124 includes a positive terminal 4124a and a negative terminal 4124b.

[0069] The limiting elastic cord 4125 is connected to the insulating sheet 34 of the sensing part 30 to limit the position of the sensing part 30.

[0070] The fixed end 4126 is disposed on the data box 41 and connected to the limiting elastic rope 4125 for fixing the insulating sheet 34 of the sensing part 30.

[0071] The first electronic circuit 4121, the second electronic circuit 4122, the third electronic circuit 4123, and the fourth electronic circuit 4124 are arranged sequentially in the data box 41, with the first electronic circuit 4121 near the fixed end 4126 and the fourth electronic circuit 4124 near the traction line 33.

[0072] There is an insulating sheet 34 between the four electronic circuits, forming a complete mechanical isolation. There is no current loop at the battery output end, so that the battery is physically de-energized before the sleeper settlement or vibration reaches the threshold, completely eliminating the weak current loss during standby (such as micro leakage current, static power consumption, device self-consumption, etc.).

[0073] Figure 8 is a schematic diagram of the graded alarm module at the Level I security monitoring level in an embodiment of the present invention.

[0074] Figure 9 is a schematic diagram of the graded alarm module at the Level II security monitoring level in an embodiment of the present invention.

[0075] Figure 10 is a schematic diagram of the graded alarm module at the Level III security monitoring level in an embodiment of the present invention.

[0076] Figure 11 is a schematic diagram of the graded alarm module at level IV security monitoring in an embodiment of the present invention.

[0077] As shown in Figures 8, 9, 10, and 11, the insulating sheet 34 extends into the insulating sheet slot 42, separating the positive and negative poles of the first electronic circuit 4121, the second electronic circuit 4122, the third electronic circuit 4123, and the fourth electronic circuit 4124. In the initial state, the flexible detection cloth 32 is not stretched or deformed, so the traction line 33 and the insulating sheet 34 are not displaced, and the positive and negative poles of the four circuits are not connected. When the flexible detection cloth 32 undergoes a small deformation, the traction line 33 will cause the insulating sheet 34 to undergo a small displacement. At this time, the positive pole 4121a and the negative pole 4121b of the first electronic circuit are connected, triggering the Level I safety monitoring level.

[0078] When the flexible detection cloth 32 undergoes moderate deformation, the traction line 33 will cause the insulating sheet 32 ​​to undergo moderate displacement. At this time, the positive terminal 4122a of the second electronic circuit and the negative terminal 4122b of the second electronic circuit are connected, triggering the Level II safety monitoring level.

[0079] When the flexible detection cloth 32 undergoes significant deformation, the traction line 33 will cause the insulating sheet 34 to undergo significant displacement. At this time, the positive terminal 4123a and the negative terminal 4123b of the third electronic circuit are connected, triggering the Level III safety monitoring level.

[0080] When the flexible detection cloth 32 undergoes a large deformation, the traction line 33 will cause the insulating sheet 34 to undergo a large displacement. At this time, the positive terminal 4124a and the negative terminal 4124b of the fourth electronic circuit are connected, triggering the Level IV safety monitoring level.

[0081] The networking module 413 is connected to the power supply module 411 and is used to upload monitoring data to the central control platform. This is achieved through low-power wide-area wireless communication technologies, such as NB-IoT, LTE-Cat.M, LoRa, Wi-Fi Mesh, or 5G lightweight communication protocols.

[0082] The communication antenna is positioned in an insulated area above or to the side of the data cartridge 41 housing, maintaining good electromagnetic spacing from the metal structure to improve signal strength and transmission reliability. In signal-constrained environments such as sleepers or tunnels, flexible antennas, plate antennas, or externally extended antenna designs can be used to adapt to complex electromagnetic environments. The network module 413 is installed in conjunction with the protective enclosure of the power supply module 411, positioned in the center or upper part of the equipment, ensuring both heat dissipation and improved vibration resistance. The networking function enables the alarm equipment to upload monitoring data to the central control platform in a timely manner. The monitoring data includes key parameters such as sleeper deformation, vibration characteristic values, alarm status, equipment health status, and remaining battery capacity.

[0083] When monitored indicators reach preset thresholds, the alarm device can proactively trigger an event report and send alerts via multiple channels, including SMS and email, through the platform. The alarm device also supports remote configuration, allowing maintenance personnel to adjust parameters such as sampling frequency, upload cycle, and alarm thresholds through the central management platform.

[0084] When a Level I safety monitoring level is triggered, the monitoring data is uploaded to the central control room and marked as a Level I risk, and intermittent monitoring is considered. When a Level II safety monitoring level is triggered, the monitoring data is uploaded to the central control room and marked as a Level II risk, and continuous monitoring is carried out. When a Level III safety monitoring level is triggered, the monitoring data is uploaded to the central control room and marked as a Level III risk, and key observation and monitoring are carried out. When a Level IV safety monitoring level is triggered, the monitoring data is uploaded to the central control room and marked as a Level IV risk, and the rail transit operation is suspended and emergency repairs are carried out.

[0085] The risk level changes dynamically with the vibration and settlement of the sleepers, without human intervention. Assuming the current risk level is Level III, as the ground dries and trains pass, the tensile deformation of the flexible detection cloth 32 decreases, and the axial force on the insulating sheet 34 of the traction line 33 also decreases. At this time, the limiting elastic rope 4125 will pull the insulating sheet 34 to the right, or even back to its initial position, reducing the risk level from Level III to Level II, Level I, or even disabling the alarm.

[0086] An insulating sheet slot 42 is provided on the data cartridge 41 to accommodate the insulating sheet 34 in the sensing unit 30.

[0087] The audible and visual alarm 43 is connected to the data box 41 and is used to issue an audible alarm and a visual warning.

[0088] When the first electronic circuit 4121, the second electronic circuit 4122, and the third electronic circuit 4123 are connected, the data box 41 only uploads monitoring data, and after the settlement or vibration recovers, the insulating sheet 34 will also be pulled back to its initial position by the limiting elastic rope 4125. The track structure status of the first electronic circuit 4121, the second electronic circuit 4122, and the third electronic circuit 4123 can be considered to have some abnormalities, but it does not affect traffic. However, the elongation of the limiting elastic rope 4125 is limited. When the settlement or vibration amplitude is too large, exceeding the safety threshold, the displacement of the insulating sheet 34 exceeds the elongation of the limiting elastic rope 4125, and the limiting elastic rope 4125 will break. At this time, the fourth electronic circuit 4124 is connected, and both network alarms and on-site alarms are triggered simultaneously. The on-site alarm uses an audible and visual alarm 43, which integrates sound alarm and visual warning functions. It transmits emergency information through sound (such as buzzers, sirens, etc.) and light signals (such as flashing lights, LED indicator lights, etc.) to quickly attract the attention of relevant personnel.

[0089] Figure 12 is a flowchart illustrating the graded alarm method for assessing the safety status of rail transit structures in an embodiment of the present invention.

[0090] As shown in Figure 12, this embodiment also provides a graded alarm method for assessing the safety status of rail transit structures, implemented using a self-powered, alarm-extinguishing track structure status monitoring and alarm device 100 from any of the above embodiments, including:

[0091] Step S1: Establish a safety status evaluation system for rail transit structures. As shown in Table 1:

[0092]

[0093] The indicators of the rail transit structure safety status evaluation system include: total deformation of the rail transit structure, cumulative deformation during the construction of adjacent projects, deformation rate during the construction of adjacent projects, key progress of adjacent project construction, and defects in the rail transit structure. The vertical deformation in the total deformation of the rail transit structure is determined by the difference between the current real-time collected structural track bed elevation and the initial track bed elevation after the rail transit is completed and put into operation; the lateral diameter change ratio in the total deformation of the rail transit structure is the ratio of the difference between the current real-time collected structural waist inner diameter and the designed waist inner diameter to the designed waist inner diameter; the cumulative vertical deformation, lateral convergence, and horizontal displacement during the construction of adjacent projects are determined by the cumulative deformation of the rail transit structure relative to the start of construction of adjacent projects; the deformation rate during the construction of adjacent projects is obtained by dividing the deformation of the rail transit structure in the past three days by three; the key progress of adjacent project construction is determined by combining a large amount of regional engineering experience to determine the main influencing factors of the project construction on the rail transit structure (such as foundation pit excavation, piling, surcharge greening, dewatering, etc.) and whether they have been completed; the defects of the rail transit structure are determined by obtaining detailed information on defects of the rail transit structure through inspection and other means to determine the severity of leakage and damage.

[0094] Step S2: Collect rail transit safety data and upload it to the central control platform. The rail transit safety data includes all parameters mentioned in the rail transit structural safety status evaluation system.

[0095] Step S3: The central control platform calculates the safety status level based on rail transit safety data, data fusion algorithms, and fixed threshold rules. The indicators and corresponding thresholds for the safety status level are shown in Table 2.

[0096]

[0097] The central control platform stores all deformation data of the corresponding rail transit lines since their completion and operation, and also accesses real-time monitoring, measurement, and inspection data on structural deformation and defects of the corresponding rail transit sections affected by adjacent construction projects. Deformation and deformation rate data in the indicators can be calculated in real time when the platform receives newly measured rail transit structural deformation data. Key progress indicators for adjacent construction projects can be entered daily into the platform by relevant project personnel according to structured rules; the platform automatically identifies the construction progress of major influencing factors based on the input information. Defect status of the rail transit structure in the indicators is obtained by relevant project personnel entering structured defect inspection record forms; the platform automatically identifies the current severity of defects in the rail transit structure based on the fixed form.

[0098] Step S4: After taking corresponding measures according to the security status level, the alarm is downgraded or deactivated.

[0099] The safety status level and corresponding measures include:

[0100] Level I high risk: immediately halt external construction, implement remedial and reinforcement measures, and conduct expert follow-up assessment.

[0101] Level II high risk, closely monitor and take corrective measures.

[0102] Level III, medium risk; measures to mitigate the impact should be taken.

[0103] Level IV low risk, strengthen monitoring and observation.

[0104] The role and effect of the embodiments

[0105] The track structure condition monitoring and alarm device with autonomous power supply and alarm suppression according to this embodiment includes: a detection unit disposed on the side of the track sleeper for transmitting sleeper vibration information; a fixing unit disposed on the foundation for fixing the overall structure; a sensing unit disposed on the fixing unit and connected to the detection unit for converting the vibration information of the detection unit into displacement information; and an alarm unit disposed on the fixing unit and connected to the sensing unit for issuing graded alarms and reporting them to the network based on the displacement information of the sensing unit. Therefore, the track structure condition monitoring and alarm device with autonomous power supply and alarm suppression of this invention can issue graded alarms and report them in a timely manner according to changes in the structural safety status, and can also dynamically adjust the alarm status to achieve automatic alarm suppression, thereby improving operation and maintenance efficiency and reducing labor costs.

[0106] The self-powered track structure condition monitoring and alarm device in this embodiment also features a power supply module. Its self-powered design allows it to operate independently and continuously monitor the safety status of the rail transit structure without relying on an external power source. This design enables the device to operate continuously in remote areas without power supply or in environments with unstable power, greatly improving its reliability and stability.

[0107] The track structure condition monitoring and alarm equipment with autonomous power supply and alarm suppression in this embodiment also adopts a seismic-resistant design, enabling it to remain stable during long-term rail transit operation. The structural design of the equipment's anti-settlement platform and threaded piles effectively prevents the equipment from shifting its position due to long-term vibration or foundation settlement, ensuring the accuracy of monitoring data and the long-term stable operation of the equipment.

[0108] The track structure status monitoring and alarm device with autonomous power supply and alarm cancellation in this embodiment also uses insulating sheets to block the four electronic circuits, reducing energy consumption during standby, thereby extending the battery life of the device and reducing the frequency of maintenance and battery replacement.

[0109] The graded alarm method for assessing the safety status of rail transit structures in this embodiment combines multiple key indicators (such as track deformation, deformation rate, construction progress, structural defects, etc.) for comprehensive evaluation. This avoids the limitations of traditional methods that rely on only a single indicator and can more comprehensively and accurately reflect the actual safety status of rail transit structures, thereby improving the accuracy and timeliness of safety assessment.

[0110] The graded alarm method for assessing the safety status of rail transit structures in this embodiment can also be used in conjunction with self-powered track structure status monitoring and alarm equipment to achieve a graded alarm mechanism. It can automatically adjust the alarm level according to different levels of structural safety status and promptly push the alarm to the management platform. Compared with traditional alarm systems that rely on fixed thresholds, this method enables more flexible risk management, ensuring that appropriate alarm signals can be issued quickly and accurately when any safety threat occurs.

[0111] Those skilled in the art should understand that this invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to this invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A track structure condition monitoring and alarm device with independent power supply and alarm cancellation, characterized in that, include: The detection unit, located on the side of the track sleeper, is used to transmit sleeper vibration information; A fixing part is installed on the foundation to fix the overall structure; a sensing part is installed on the fixing part and connected to the sensing part to convert the vibration information of the sensing part into displacement information; an alarm part is installed on the fixing part and connected to the sensing part to issue graded alarms and report them to the network based on the displacement information of the sensing part.

2. The track structure status monitoring and alarm device with self-powered alarm suppression as described in claim 1, characterized in that: in, The detection unit includes: a detection spring disposed on the side of the track sleeper for transmitting sleeper vibration information; and a detection hammer connected to the detection spring for transmitting the vibration information of the detection spring.

3. The track structure status monitoring and alarm device with self-powered alarm suppression according to claim 1, characterized in that: in, The fixing part includes: a threaded pile, which is set on the foundation to prevent the overall structure from shifting or floating; and an anti-settlement platform, which is set on the threaded pile to prevent the overall structure from sinking.

4. The track structure status monitoring and alarm device with self-powered alarm cancellation according to claim 1, characterized in that: in, The sensing unit includes: a detection platform, disposed on the fixing part, for supporting the sensing unit; a flexible detection cloth, disposed on the detection platform, for sinking together with the detection unit when it sinks; a traction line, passing through the hole of the detection platform and connected to the flexible detection cloth, for transmitting the sinking traction force of the flexible detection cloth; and an insulating sheet, connected to the traction line, for displacement under the traction of the traction line.

5. The track structure status monitoring and alarm device with self-powered alarm cancellation according to claim 1, characterized in that: in, The alarm unit includes: a data cartridge, disposed on the fixed part, for performing graded alarms and uploading monitoring data to the central control platform; an insulating sheet slot, disposed on the data cartridge, for accommodating the sensing part; and an audible and visual alarm, connected to the data cartridge, for emitting audible alarms and visual warnings.

6. The track structure status monitoring and alarm device with self-powered alarm cancellation according to claim 5, characterized in that: in, The data cartridge includes: a power supply module for supplying power to the data cartridge; a tiered alarm module connected to the power supply module for implementing tiered alarms; and a network module connected to the power supply module for uploading monitoring data to the central control platform.

7. The track structure status monitoring and alarm device with autonomous power supply and alarm cancellation according to claim 6, characterized in that: in, The graded alarm module includes: a first electronic circuit for implementing graded alarms; a second electronic circuit for implementing graded alarms; a third electronic circuit for implementing graded alarms; a fourth electronic circuit for implementing graded alarms; a limiting elastic cord connected to the sensing unit for limiting the position of the sensing unit; and a fixed end disposed on the data cartridge and connected to the limiting elastic cord for fixing the sensing unit.

8. A method for graded alarm assessment of the safety status of rail transit structures, implemented using a track structure status monitoring and alarm device with autonomous power supply and alarm cancellation as described in any one of claims 1-7, characterized in that... include: Step S1: Establish a safety status evaluation system for rail transit structures; Step S2: Collect rail transit safety data and upload it to the central control platform; Step S3: The central control platform calculates the safety status level based on the rail transit safety data, data fusion algorithm, and fixed threshold rules; Step S4: After taking corresponding measures based on the safety status level, the alarm is downgraded or the alarm is deactivated.

9. The method for graded alarm assessment of the structural safety status of rail transit according to claim 8, characterized in that: in, The indicators of the rail transit structure safety status evaluation system include: total deformation of the rail transit structure, cumulative deformation during the construction of adjacent projects, deformation rate during the construction of adjacent projects, key progress of adjacent project construction, and defects in the rail transit structure.

10. The method for graded alarm assessment of the structural safety status of rail transit according to claim 8, characterized in that: in, The safety status levels and corresponding measures include: Level I (high risk): immediately stop external engineering construction, take remedial and reinforcement measures, and have experts conduct follow-up assessments; Level II (high risk): closely monitor and take remedial measures; Level III (medium risk): take measures to reduce the impact; Level IV (low risk): strengthen monitoring and observation.

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