Pole type subway signal machine anti-toppling monitoring system and method based on wired transmission

Abstract

The present application belongs to the technical field of urban rail transit signal equipment state monitoring, and particularly relates to a column type subway signal machine anti-toppling monitoring system and method based on wired transmission. A spare wire core in an existing cable of a subway signal machine is used as a communication medium, inclination and vibration data are collected by an intelligent monitoring terminal installed in the rear cover of the subway signal machine mechanism, and are transmitted to a main machine in an anti-toppling monitoring room in a digital communication mode for analysis and processing, and a hierarchical alarm and signal linkage are triggered according to the analysis result. Compared with the existing wireless scheme, there is no problem of competing for a wireless channel with a train control system, installation is simple, and the amount of reconstruction is extremely small. Through a Kalman filtering algorithm, elastic disturbance and plastic inclination are separated, the instantaneous shaking caused by a train passing normally and the permanent deformation of the machine column structure can be effectively distinguished, the false alarm rate is greatly reduced, and a vibration decay time is introduced as an auxiliary criterion to further improve the judgment accuracy.

Description

Technical Field

[0001] This invention belongs to the field of urban rail transit signal equipment status monitoring technology, specifically relating to a monitoring system and method for preventing the tipping of a column-mounted subway signal based on wired transmission. Background Technology

[0002] Column-mounted subway signal lights consist of a signal column, flange, and signal mechanism. After long-term operation, due to factors such as improper installation, corrosion, or extreme winds, the signal column may tilt or even fall over, encroaching on the traffic clearance and causing safety accidents. Existing technologies use wireless transmission modules to send out monitoring data. However, this solution has the following drawbacks in practical subway applications:

[0003] Limited wireless communication resources: The subway train-to-ground wireless communication system mainly handles train control information and does not allow access to non-train control business data to avoid interfering with real-time performance and reliability.

[0004] Independent network construction is costly: If an independent wireless network is built for monitoring, a large number of trackside devices and power transmission lines need to be added, which significantly increases the cost and poses a risk of electromagnetic interference.

[0005] Limited reliability: Environments such as tunnels and underground sections can easily lead to wireless signal blockage and packet loss, resulting in low communication reliability.

[0006] In contrast, a multi-core signal cable (including lighting wire, return wire, and multiple spare cores) already exists between the signal and the indoor machinery room. Utilizing the spare cores in the existing cable for wired digital communication requires no new wiring, is unaffected by wireless interference, offers high communication reliability, and does not consume wireless resources. Furthermore, current technologies mostly use a single tilt sensor, which can only measure the absolute value of the tilt angle and cannot distinguish between elastic swaying caused by normal train passage and permanent structural tilting of the mast, easily leading to false alarms. Simultaneously, there is a lack of an active protection mechanism that links the monitoring results with the signaling system. Summary of the Invention

[0007] The purpose of this invention is to provide a monitoring system and method for preventing the tipping of column-mounted subway signal lights based on wired transmission, so as to solve the technical problems of low reliability of wireless communication, susceptibility to interference, high cost of independent network construction, and easy false alarms and lack of active linkage mechanism of single sensor judgment in existing solutions.

[0008] To achieve the above objectives, the present invention adopts the following technical solution:

[0009] A wired transmission-based anti-tipping monitoring system for column-mounted subway signal controllers includes:

[0010] The intelligent monitoring terminal is installed inside the rear cover of the subway signal mechanism to collect vibration and tilt data;

[0011] The anti-tilt monitoring indoor unit is installed in the station signal equipment room and is used to receive data and perform analysis and processing.

[0012] The intelligent monitoring terminal is connected to the anti-tilt monitoring indoor host through a spare core in the existing cable of the subway signal to achieve data transmission and power supply;

[0013] The indoor anti-tilt monitoring unit is also connected to a centralized signal monitoring system and a computer interlocking system.

[0014] The indoor anti-tilt monitoring unit includes an RS485 isolation transceiver and an ARM main control board. The ARM main control board runs a filtering algorithm to extract low-frequency tilt angle change components and generates early warning or alarm signals according to the hierarchical alarm logic. The alarm signals are used to trigger the safety protection actions of the computer interlocking system.

[0015] Furthermore, the circuit board of the intelligent monitoring terminal integrates a MEMS triaxial fusion sensor, a microprocessor, and an RS485 transceiver.

[0016] Furthermore, the outer shell of the intelligent monitoring terminal is a metal shielding box, and it is connected to the metal bracket set inside the rear cover of the subway signal mechanism through rubber shock-absorbing pads.

[0017] Furthermore, the spare cores in the existing cable of the subway signal machine include at least a pair of cores for communication and a pair of cores for providing low-voltage DC power. The operating power of the intelligent monitoring terminal is provided by the cores in the same cable used for signal transmission between the intelligent monitoring terminal and the host computer in the anti-tilt monitoring room.

[0018] The method for preventing the tipping of column-mounted subway signal controllers based on the above system includes the following steps:

[0019] S1. Utilize an intelligent monitoring terminal to continuously collect vibration acceleration data and tilt angle data of the subway signal in the X, Y, and Z axes at a preset sampling frequency;

[0020] S2. The collected raw digital signals are transmitted to the anti-tilt monitoring indoor host through the spare conductor in the existing cable of the subway signal.

[0021] S3. The indoor host of the anti-tilt monitoring system runs a data fusion analysis algorithm on the received data, filters out the high-frequency periodic components in the triaxial vibration acceleration data, extracts the low-frequency non-periodic tilt angle change component that characterizes the permanent deformation trend of the signal machine column, and calculates the rate of change and cumulative offset of this component within a continuous time window, while also calculating the vibration acceleration response characteristic parameters.

[0022] S4. Perform a grading judgment based on the calculation results.

[0023] Furthermore, a Kalman filter is used in S3, and the algorithm model is as follows:

[0024] State equation: θ_k = θ_{k-1} + ω_{k-1}·Δt + v1

[0025] Observation equation: z_k = θ_k + v2

[0026] Where θ is the true static tilt angle; ω is the tilt angle change rate; Δt is the sampling interval; v1 is the process noise, characterizing environmental disturbance; v2 is the observation noise; the optimal estimate θ_est is obtained through recursive calculation. Furthermore, the vibration acceleration response characteristic parameters calculated in S3 include the oscillation decay time for the subway signal post to return to equilibrium after a train passes.

[0027] The anti-tilt monitoring indoor host detects the peak value of vibration acceleration: when the peak value exceeds the preset value, it is marked as a train passing event, and the envelope of the vibration amplitude is recorded for a period of time thereafter. The decay time constant τ is calculated, and τ is compared with the historical average to calculate the deviation percentage Δτ.

[0028] Furthermore, the rule for hierarchical judgment in S4 is as follows:

[0029] When the cumulative offset of the low-frequency non-periodic tilt angle change component reaches the first threshold but not the second threshold, or when the rate of change exceeds the preset rate threshold, a first-level early warning signal is triggered and sent to the signal centralized monitoring system for display.

[0030] When the cumulative offset of the low-frequency non-periodic tilt change component reaches the second threshold, and the vibration attenuation time is simultaneously detected to be longer than the historical reference value by more than a preset percentage, a secondary alarm signal is triggered. The secondary alarm signal is simultaneously sent to the signal centralized monitoring system and the computer interlocking system. After receiving the secondary alarm signal, the computer interlocking system automatically cancels the approved routes passing through the protected section of the signal, prohibits the opening of signals passing through the signal, or issues a stop instruction to the approaching train.

[0031] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0032] This invention utilizes readily available spare cores in existing signal cables to achieve wired communication, transmitting sensor data back through the cable while simultaneously drawing power from it, thus achieving "multi-purpose use of a single cable." This solution leverages the multi-core signal cable infrastructure commonly found in subway signaling systems, without relying on any wireless network, fundamentally solving the inherent reliability issues of wireless solutions, and incurring virtually no additional construction costs.

[0033] At the data analysis level, this invention introduces a Kalman filter algorithm. The elastic vibrations generated when a train passes cause significant fluctuations in the instantaneous tilt angle measurement, which can easily lead to false alarms if a simple threshold comparison is used. The Kalman filter, through dynamic modeling of the system, treats the rapid changes caused by the train's passage as observation noise, and treats slow structural changes such as foundation settlement and mast fatigue as state variables. It filters out noise through recursive estimation, extracting the true plastic tilt trend. Furthermore, the change in vibration decay time reflects the change in the structural stiffness of the signal mast—when cracks appear in the mast or bolts loosen, its damping characteristics change, leading to a longer vibration decay time. Combining these two factors as alarm criteria further improves the accuracy of the judgment. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the hardware connections involved in the implementation of the present invention.

[0035] The labels in the diagram are as follows: 1-Intelligent monitoring terminal; 2-Rear cover of subway signal mechanism; 3-Subway signal column; 4-Existing cable of subway signal; 5-Indoor host for anti-tilt monitoring; 6-Centralized signal monitoring system; 7-Computer interlocking system. Detailed Implementation

[0036] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0037] like Figure 1 As shown, the present invention first provides a wired transmission-based anti-tipping monitoring system for column-mounted subway signal controllers, comprising:

[0038] The intelligent monitoring terminal 1 is installed inside the rear cover 2 of the subway signal mechanism and is used to collect vibration and tilt data.

[0039] In this embodiment, the intelligent monitoring terminal 1 is specifically fixedly mounted on the reinforcing rib inside the rear cover 2 of the subway signal mechanism via a shock-absorbing metal bracket. Rubber shock-absorbing pads are provided between the metal bracket and the rear cover. The outer shell of the intelligent monitoring terminal 1 is a metal shielded box. The internal circuit board integrates a MEMS triaxial fusion sensor, a microprocessor, and an RS485 transceiver.

[0040] Anti-tilt monitoring indoor host 5 is installed in the station signal equipment room and is used to receive data and perform analysis and processing;

[0041] In this embodiment, the anti-tilt monitoring indoor host 5 is specifically installed in the combination cabinet or centralized monitoring cabinet of the station signal equipment room. The intelligent monitoring terminal 1 and the anti-tilt monitoring indoor host 5 are connected through a spare core of the existing cable 4 of the subway signal to achieve data transmission and power supply. The anti-tilt monitoring indoor host 5 internally includes: a power module (for supplying power to the terminal), an RS485 isolated transceiver, and an ARM main control board running an embedded Linux system. The main control board is connected to the RS485 transceiver via UART and controls a 24V DC relay (output dry contact) via GPIO port. The main control board also leads out an RJ45 Ethernet port to connect to the centralized signal monitoring system 6, and the normally open contact of the relay is connected to the acquisition board of the computer interlocking system 7 via hard wiring.

[0042] After construction is completed and power is supplied, the anti-tilt monitoring indoor host 5 and the intelligent monitoring terminal 1 automatically establish an RS485 communication link. Under stable environmental conditions with no trains passing by (which can be determined by the vibration amplitude being below the threshold for 10 consecutive minutes), the anti-tilt monitoring indoor host 5 continuously samples 100 tilt angle data points, takes the average value, and stores it in non-volatile memory as the reference zero point.

[0043] The MEMS sensor inside the intelligent monitoring terminal 1 collects triaxial acceleration and angular velocity data at a sampling rate of 100Hz. After the microprocessor performs a moving average filter (window length of 10 sampling points), the data is packaged into data frames.

[0044] The intelligent monitoring terminal 1 transmits data frames to the spare cable core at a baud rate of 9600bps via an RS485 transceiver. The RS485 transceiver of the anti-tilt monitoring indoor host 5 receives the data and sends it to the ARM main control board.

[0045] The ARM main control board runs the Kalman filter algorithm. The algorithm model is as follows:

[0046] State equation: θ_k = θ_{k-1} + ω_{k-1}·Δt + v1

[0047] Observation equation: z_k = θ_k + v2

[0048] Where θ is the true static tilt angle, ω is the tilt angle change rate, Δt is the sampling interval, v1 is the process noise (characterizing environmental disturbance), and v2 is the observation noise. The optimal estimate θ_est is obtained through recursive calculation. Simultaneously, the anti-tilt monitoring indoor host 5 detects the peak value of vibration acceleration: when the peak value exceeds 0.2g, it is marked as a train passing event, and the envelope of the vibration amplitude within the following 0.5 seconds is recorded, calculating the decay time constant τ (the time required for the amplitude to decay to 1 / e). τ is compared with the historical mean (the mean of the most recent 100 events), and the deviation percentage Δτ is calculated.

[0049] If the cumulative offset of θ_est increases by more than 0.3 degrees within 24 hours, or if the absolute value of θ_est reaches 1.5 degrees but is less than 3 degrees, the host will generate a level 1 warning signal.

[0050] If the absolute value of θ_est reaches 3 degrees and Δτ > 30%, the host generates a level 2 alarm signal.

[0051] Level 1 Warning Signal: The indoor anti-tilt monitoring unit 5 sends a warning message to the centralized signal monitoring system 6 via Ethernet. The message includes a timestamp, signal number, current tilt angle, and rate of change. The centralized monitoring system provides monitoring information via audio-visual feedback and pop-up windows.

[0052] Level 2 Alarm Signal: The anti-tilt monitoring indoor host 5 drives the relay to engage, sending a low-level active signal (continuous output until manually reset) to the acquisition board of the computer interlocking system 7; simultaneously, it sends a red alarm message to the signal centralized monitoring system 6 via Ethernet. Upon receiving this signal, the computer interlocking system 7 immediately forces the route protected by the subway signal to "prohibited," automatically canceling any approved routes and preventing any unapproved routes from being approved.

[0053] After on-site maintenance personnel confirmed that the subway signal was back in place and the fault was resolved, they removed the back-feed relay dry contact signal and restored normal monitoring.

[0054] Those skilled in the art should understand that the above embodiments are merely illustrative and are not intended to imply that the scope of protection of this application is limited to these examples; within the framework of this application, the technical features in the above embodiments can be combined, the steps can be implemented in any order, and there are many other variations of different aspects of one or more embodiments of this application as described above, which are not provided in detail for the sake of brevity.

Claims

1. A wired transmission-based anti-tipping monitoring system for column-mounted subway signal controllers, characterized in that, include: The intelligent monitoring terminal (1) is installed inside the rear cover (2) of the subway signal mechanism and is used to collect vibration and tilt data; The anti-tilt monitoring indoor host (5) is installed in the station signal equipment room to receive data and perform analysis and processing; The intelligent monitoring terminal (1) and the anti-tilt monitoring indoor host (5) are connected through the spare core of the existing cable (4) of the subway signal to realize data transmission and power supply; The anti-tilt monitoring indoor host (5) is also connected to a signal centralized monitoring system (6) and a computer interlocking system (7); the anti-tilt monitoring indoor host (5) includes an RS485 isolation transceiver and an ARM main control board. The ARM main control board runs a filtering algorithm to extract low-frequency tilt angle change components and generates a warning or alarm signal according to the graded alarm logic. The alarm signal is used to trigger the safety protection action of the computer interlocking system (7).

2. The anti-tipping monitoring system for column-mounted subway signal controllers based on wired transmission according to claim 1, characterized in that, The intelligent monitoring terminal (1) integrates a MEMS triaxial fusion sensor, a microprocessor, and an RS485 transceiver on its circuit board.

3. The anti-tipping monitoring system for column-mounted subway signal controllers based on wired transmission according to claim 1, characterized in that, The outer shell of the intelligent monitoring terminal (1) is a metal shielding box, and it is connected to the metal bracket set inside the back cover (2) of the subway signal mechanism through rubber shock-absorbing pads.

4. The anti-tipping monitoring system for column-mounted subway signal controllers based on wired transmission according to claim 1, characterized in that, The spare cores in the existing cable (4) of the metro signal machine include at least a pair of cores for communication and a pair of cores for providing low-voltage DC power. The working power of the intelligent monitoring terminal (1) is provided by the cores in the same cable used for signal transmission between the intelligent monitoring terminal (1) and the anti-tilt monitoring indoor host (5).

5. A method for monitoring the anti-tipping of a column-mounted subway signal based on the system described in any one of claims 1 to 4, characterized in that, Includes the following steps: S1. Using an intelligent monitoring terminal (1), continuously collect vibration acceleration data and tilt angle data of the subway signal in the X, Y, and Z axes at a preset sampling frequency; S2. The collected raw digital signal is transmitted to the anti-tilt monitoring indoor host (5) through the spare core of the existing cable (4) of the subway signal machine; S3. The indoor host of anti-tilt monitoring (5) runs a data fusion analysis algorithm on the received data, filters out the high-frequency periodic components in the triaxial vibration acceleration data, extracts the low-frequency non-periodic tilt angle change component that characterizes the permanent deformation trend of the signal machine column, and calculates the rate of change and cumulative offset of the component in the continuous time window, while calculating the vibration acceleration response characteristic parameters. S4. Perform a grading judgment based on the calculation results.

6. The method for monitoring the tipping-over of a column-mounted subway signal as described in claim 5, characterized in that, S3 employs a Kalman filter, and the algorithm model is as follows: State equation: θ_k = θ_{k-1} + ω_{k-1}·Δt + v1 Observation equation: z_k = θ_k + v2 Where θ is the true static tilt angle; ω is the tilt angle change rate; Δt is the sampling interval; v1 is the process noise, characterizing environmental disturbance; v2 is the observation noise; the optimal estimate θ_est is obtained through recursive calculation.

7. The method for monitoring the tipping prevention of a column-mounted subway signal as described in claim 5, characterized in that, The vibration acceleration response characteristic parameters calculated in S3 include the oscillation decay time of the metro signal post (3) returning to equilibrium after a train passing event; The anti-tilt monitoring indoor host (5) detects the peak value of vibration acceleration: when the peak value exceeds the preset value, it is marked as a train passing event, and the envelope of the vibration amplitude is recorded for a period of time thereafter. The decay time constant τ is calculated, and τ is compared with the historical average to calculate the deviation percentage Δτ.

8. The method for monitoring the tipping-over of a column-mounted subway signal as described in claim 5, characterized in that, The rules for hierarchical judgment in S4 are as follows: When the cumulative offset of the low-frequency non-periodic tilt change component reaches the first threshold but does not reach the second threshold, or the change rate exceeds the preset rate threshold, a first-level warning signal is triggered and the first-level warning signal is sent to the signal centralized monitoring system (6) for display. When the cumulative offset of the low-frequency non-periodic tilt change component reaches the second threshold, and the vibration attenuation time is simultaneously detected to be longer than the historical reference value by more than a preset percentage, a secondary alarm signal is triggered. The secondary alarm signal is simultaneously sent to the signal centralized monitoring system (6) and the computer interlocking system (7). After receiving the secondary alarm signal, the computer interlocking system (7) automatically cancels the route that has been processed through the protection section of the signal, prohibits the opening of the signal that passes through the signal, or issues a stop instruction to the approaching train.

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