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

Abstract

A rail transit fault positioning method, a wireless coverage test and analysis system, a device, and a medium. The method comprises: S1, determining whether a current line to be tested is a new line, and if so, inputting line information of the new line, then proceeding to S2, otherwise, directly acquiring line information, then proceeding to S2; S2, performing image recognition on a wireless coverage parsing result of the line to be tested, and generating real-time line information; and S3, according to a set logic condition, comparing and analyzing the line information in S1 and the real-time line information in S2, and outputting first information and second information. The first information comprises a measured value and a speculated result obtained on the basis of the measured value, and the second information comprises associated fault positioning information and train auxiliary positioning information. Compared with the existing technology, more efficient and accurate rail transit fault positioning can be achieved.

Description

Rail transit fault location methods, wireless coverage test and analysis systems, equipment and media Technical Field

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

[0002] Train-to-ground communication in rail transit signaling systems is wireless. Trains need to communicate with equipment in stations and control centers via onboard and trackside wireless systems. The wireless system is closely linked to train operation; malfunctions can range from emergency braking to manual operation, significantly reducing operational efficiency and potentially causing injury or damage to the train. Therefore, rail transit signaling systems require regular inspections of the wireless environment, onboard antenna systems, and trackside antenna systems (transmission media typically include waveguides, leaky cables, or antennas) to ensure they are in good working order. This is generally achieved through wireless coverage testing.

[0003] Wireless coverage testing typically employs a passive field strength measurement method. The principle is as follows: the trackside wireless device periodically sends a beacon frame to the vehicle-mounted wireless device. The vehicle-mounted wireless device listens to these beacon frames, records the voltage level of each received beacon frame, and records the MAC address of the trackside wireless device. It then compares and judges these parameters against set voltage / field strength thresholds and frame loss counts. Based on the judgment result, it maintains the connection, searches for the next trackside wireless device, or performs a handover, recording the handover time and type. Finally, the analysis software graphically displays the above information, such as field strength, trackside wireless device name, handover time, and handover type, providing technical personnel with the opportunity to analyze the wireless environment, vehicle-mounted antenna system, and trackside antenna system status based on relevant design documents, their own theoretical knowledge, and practical experience.

[0004] For Wi-Fi systems, technicians typically analyze wireless coverage based on design data such as wireless access point (AP) layout diagrams (including AP kilometer markers, frequency points, configuration types, coverage areas, line turning radii, etc.), AP transmit power tables, and link attenuation tables, along with wireless coverage analysis records. There are three scenarios: performance evaluation during commissioning, routine inspections during operation, and troubleshooting during commissioning or operation. The same principles apply to 4G and 5G systems.

[0005] Current wireless coverage analysis methods have the following main shortcomings:

[0006] 1) Analysis results vary from person to person: Different people have significant differences in their theoretical knowledge, practical experience, sense of responsibility, etc., which often leads to different opinions when the same record is analyzed by different people, and sometimes even the conclusions are opposite. Sometimes, the same person may also make mistakes in the analysis due to their work status.

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

[0008] 3) Lack of auxiliary positioning function: The ATC system can accurately locate the position of the train to the level of ten centimeters. After the ATC fails, it relies on the axle counting section for positioning, depending on the length of the section, which is generally hundreds to thousands of meters. For the signaling system, after the ATC fails, there is a lack of a more accurate positioning method than the axle counting section. In contrast, the rail transit system has a certain positioning capability with an accuracy of within one hundred meters when the input information is complete.

[0009] 4) Record archiving and retrieval issues: Current wireless coverage analysis software cannot archive the analysis results in the form of charts, but can only save them in the form of screenshots. The results analyzed by technical personnel can only be annotated separately, making it basically impossible to retrieve the history in a categorized manner.

[0010] 5) Not tailored to the characteristics of rail transit: The development approach of wireless coverage analysis software by various signal manufacturers is still the traditional operator approach, without taking into account the characteristics of rail transit. This results in not providing more useful information to technical personnel, such as the linear (APs are arranged sequentially along the rails) and regular (trains run in fixed directions). Summary of the Invention

[0011] The purpose of this invention is to overcome the defects of the prior art by providing a method for locating faults in rail transit, a wireless coverage test and analysis system, equipment, and medium.

[0012] The objective of this invention can be achieved through the following technical solutions:

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

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

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

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

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

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

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

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

[0021] Multiple train head positions were calculated using various algorithms based on fault location information.

[0022] Based on the section information input by the automatic train monitoring system, block verification is performed on multiple train head position results. Unreasonable train head position results are discarded, and the average value of the retained train head position results is output as train auxiliary positioning information.

[0023] Preferably, multiple train head positions are calculated based on fault location information using various different algorithms, including time algorithms, power algorithms, and speed algorithms.

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

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

[0026] Preferably, a speed algorithm is used to calculate the train head position z based on the train speed a when passing the first wireless access point, the train speed b when switching, the kilometer marker c of the first wireless access point, the peak time d of the first wireless access point, and the time e when switching from the first wireless access point to the second wireless access point, according to the Automatic Train Monitoring System (ATS).

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

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

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

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

[0031] Preferably, the method further includes: generating a wireless coverage test record at each set time and parsing and calculating the train location information.

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

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

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

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

[0036] The chart display and storage module is used to generate charts based on the information generated by the record correlation analysis module, according to a fixed chart template, for analysts to read, and to store and archive the charts.

[0037] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement any of the methods described above.

[0038] According to a fourth aspect of the invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements any of the methods described herein.

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

[0040] (1) By performing wireless coverage analysis on the actual line information of the line to be tested, the generated map after wireless coverage analysis is used to generate real-time line information through image recognition. Then, the line information and real-time line information are compared and analyzed according to the set logical conditions to obtain the associated fault location information and train auxiliary location information. In the scenario of failure of the train automatic control system, the fault location accuracy is more accurate than the axle counting section location, and the train position is accurately located.

[0041] (2) The data used for record correlation analysis in this invention is automatically generated based on wireless coverage analysis software and image recognition processing technology. It can automatically complete the analysis work directly based on the input data, greatly reducing the time for manual analysis and making it more labor-saving and efficient. Compared with the curves of unstable analysis results caused by the limitations of technical ability, attitude and state differences in manual fault analysis and location, this invention improves the automated analysis settings, making the state more stable, more reliable, and iteratively upgradeable.

[0042] (3) This invention uses image recognition processing technology to analyze and process the image generated by the wireless coverage parsing software. It does not require a software interface, can be adapted to any parsing software, and has a wide range of applications.

[0043] (4) The present invention uses chart display and storage settings to generate charts based on the information generated by the record correlation analysis and display them to the analysts. It stores and archives the fault location information and train auxiliary location information for later reference and retrieval, which is more convenient. Attached Figure Description

[0044] Figure 1 is a diagram of the overall architecture of the wireless coverage test and analysis system of the present invention.

[0045] Figure 2 is a flowchart of the overall analysis and processing;

[0046] Figure 3 is a schematic diagram of the fault location and processing logic;

[0047] Figure 4 is a schematic diagram of the train auxiliary positioning processing logic;

[0048] Figure 5 is a schematic diagram of wireless coverage analysis records;

[0049] Figure 6 is a schematic diagram of AP layout. Detailed Implementation

[0050] The technical solutions of 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, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0051] Example

[0052] As shown in Figure 2, this embodiment provides a method for locating faults in rail transit systems, used for wireless coverage test analysis. The method includes:

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

[0054] The line information required for the new line includes the transmission medium type (waveguide, leaky cable, or free wireless), the name and kilometer marker of the wireless access point (AP), the station name and platform kilometer marker, the interlocking zone name and kilometer marker, the correspondence between stations and interlocking zones and wireless access points, the number and number of trains, the train length, the frequency of the wireless access point, the transmission power of the wireless access point, the kilometer marker of the block section, the train running direction, the kilometer marker of the area controller boundary, the normal switching sequence of uplink and downlink wireless access points, the bending radius and kilometer marker at the line curve, the configuration type of the trackside wireless equipment, the link attenuation, and the coverage area of ​​the wireless access point (waveguide and leaky cable).

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

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

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

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

[0059] Multiple train head positions are calculated based on fault location information using various algorithms (time algorithm, power algorithm, and train speed algorithm are selected in this embodiment, but other algorithms can also be selected).

[0060] Based on the section information input by the automatic train monitoring system, block verification is performed on multiple train head position results. Unreasonable train head position results are discarded, and the average value of the retained train head position results is output as train auxiliary positioning information.

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

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

[0063] Using a speed algorithm, based on the train speed a when passing the first wireless access point, the train speed b when switching, the kilometer marker c of the first wireless access point, the peak time d of the first wireless access point, and the time e when switching from the first wireless access point to the second wireless access point, the train head position z is calculated according to the formula z=[(a+b)*(ed)] / 2+c.

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

[0065] In this embodiment, the train's location information at the time of the fault is obtained by parsing and calculating whether a fault occurs; or a wireless coverage test record can be generated at each set time, and the train's location information can be obtained by parsing and calculating.

[0066] As shown in Figure 1, this embodiment also provides a wireless coverage test and analysis system for fault location and train positioning in rail transit signaling systems. The system includes:

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

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

[0069] The software identifies straightforward information on the wireless coverage analysis map, such as AP name, handover type, and handover time, and further identifies and calculates implicit information, such as handover order, AP field strength before and after handover, peak value of each AP, association duration, waveform discontinuity duration, and APs on the same frequency.

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

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

[0072] From a horizontal perspective, it also generates two types of information:

[0073] One type is fault location information, which infers the location of the problem and causes the fault based on anomaly records and logical judgments, as shown in Figure 3. Its acquisition process includes:

[0074] 1) Input graphic recognition information and manual input information. Graphic recognition information includes: the date and time of AP switching (e.g., AP101 switching to AP103), switching sequence (e.g., AP101 switching to AP103 switching to AP105), AP peak value (e.g., both AP101 and AP103 are -30dBm), AP power during switching (e.g., AP101 is -70dBm, AP103 is -55dBm), waveform discontinuity during switching (e.g., AP101 switching to AP103 is 3s), switching time (e.g., AP101 switching to AP103 is 120ms), switching type (e.g., AP101 switching to AP103 is type 2 switching), etc. Manual input information includes: 10 cars, switching threshold is -68dBm, straight road, theoretical switching sequence of the head of the car in the downhill direction is AP101-AP103-AP105, normal switching time is within 150ms, etc.

[0075] 2) Perform anomaly judgment. The anomaly judgment conditions are as follows: self-switching or ping-pong, non-Type 1 or Type 2 handover, red-blue network difference of more than 3dB, waveform discontinuity of more than 1.5s, and incorrect handover sequence. Therefore, based on the information input in step 101, it is determined that AP101 and AP103 were interfered with during handover.

[0076] 3) Output fault location information.

[0077] Another type is train auxiliary positioning information, as shown in Figure 4. Its acquisition process includes:

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

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

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

[0081] 4) The train speed algorithm module calculates the train head position z according to the train speed a when passing AP101, the train speed b when switching, the kilometer marker c of AP101, the peak time of AP101 d, and the time e when switching from AP101 to AP103, using the algorithm y = [(a+b)*(ed)] / 2+c, and outputs it to the block verification module. Note: If there is no train speed input, the record correlation analysis module will skip this step.

[0082] 5) The block verification module uses the section information input from the ATS. For example, if the train head is located in block 528, the kilometer markers for this section are KP1000-KP1200. It verifies whether the train head position calculated by the above three algorithms is reasonable. If it is unreasonable, it is discarded, and if it is reasonable, it is retained. Note: If there is no block information input, the record association analysis module will skip this step and directly pass on the information from steps 202 and 203.

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

[0084] Train auxiliary positioning is linked to fault positioning; that is, the calculation of the train's current position is only triggered when a fault is detected.

[0085] The chart display and storage module is used to generate charts based on the information generated by the record correlation analysis module, according to a fixed chart template, for analysts to read, and to store and archive the charts.

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

[0087] The two types of vertical information (objective information and subjective information) are displayed using two different colors, and the two types of horizontal information (fault location information and train auxiliary location information) are displayed in two separate forms. The charts can be exported in JPG, XML, and other formats, and are also stored and archived within the wireless coverage test and analysis system for later review and retrieval.

[0088] Once the line parameters are initially set, they are generally not changed much.

[0089] Figure 5 is a graph generated using the wireless coverage test analysis system (free wireless), and Figure 6 shows some line parameters (free wireless).

[0090] It is important to note that:

[0091] 1) Different transmission media (waveguides, leaky cables, free wireless) or communication standards and technologies (Wi-Fi, 4G, 5G) may lead to different line parameters and different judgment logic, but the process, steps and thinking methods are the same.

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

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

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

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

[0096] The functions described above in this document can be performed at least in part by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: field programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload programmable logic devices (CPLDs), and so on.

[0097] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

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

[0099] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

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

2. The method of claim 1, wherein, The line information required for the new line in S1 includes the transmission medium type, the name and kilometer marker of the wireless access point, the station name and platform kilometer marker, the interlocking zone name and kilometer marker, the correspondence between the station and interlocking zone and the wireless access point, the number and number of trains, the train length, the frequency of the wireless access point, the transmission power of the wireless access point, the kilometer marker of the block section, the train running direction, the kilometer marker of the area controller boundary, the normal switching sequence of the uplink and downlink wireless access points, the bending radius and kilometer marker at the line curve, the configuration type of the trackside wireless equipment, the link attenuation, and the coverage area of ​​the wireless access point.

3. The method of claim 1, wherein, The real-time line information includes the output date, time, names of the start and end wireless access points, switching order of each wireless access point, switching type, switching time, field strength of the wireless access points before and after switching, peak field strength of each wireless access point, peak occurrence time of each wireless access point, associated duration, waveform discontinuity duration, and information of wireless access points on the same frequency.

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

5. The method of claim 1, wherein, The train auxiliary positioning information acquisition process in S3 includes: Multiple train head positions were calculated using various algorithms based on fault location information. Based on the section information input by the automatic train monitoring system, block verification is performed on multiple train head position results. Unreasonable train head position results are discarded, and the average value of the retained train head position results is output as train auxiliary positioning information.

6. The method of claim 5, wherein, The method employs multiple different algorithms to calculate multiple train head positions based on fault location information. These different algorithms include time-based algorithms, power-based algorithms, and speed-based algorithms.

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

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

9. The method of claim 6, wherein, Using a speed algorithm, based on the train speed a when passing the first wireless access point, the train speed b when switching, the kilometer marker c of the first wireless access point, the peak time d of the first wireless access point, and the time e when switching from the first wireless access point to the second wireless access point, the train head position z is calculated according to the formula z=[(a+b)*(ed)] / 2+c.

10. The method of claim 1, wherein, The method further includes visualizing the first information and the second information.

11. The method of claim 10, wherein, The first and second information are visualized by generating a chart using a chart template, specifically as follows: The chart name includes the date, time period, line name, carriage number, up / down direction, and station section; the first information is used as the vertical information of the chart, and different colors are used to distinguish the measured values ​​and the inferred results based on the measured values; the second information is used as the horizontal information of the chart, and fault location information and train auxiliary location information are displayed in two separate forms.

12. The method of claim 1, wherein, The method further includes: using the occurrence of a fault as a trigger condition, analyzing and calculating the train's position information at the time of the fault.

13. The method of claim 1, wherein, The method further includes: generating a wireless coverage test record at each set time and parsing and calculating the train location information.

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

15. An electronic device comprising a memory and a processor, said memory having stored thereon a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 13.

16. A computer readable storage medium having stored thereon a computer program, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 13.

Images