CN114575927A - Rail transit safety monitoring system and method - Google Patents
Rail transit safety monitoring system and method Download PDFInfo
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Abstract
The invention relates to a rail transit safety monitoring system and a rail transit safety monitoring method, wherein the system comprises the following components: the sensing network comprises a fiber bragg grating vibration sensing optical cable, a fiber bragg grating strain sensing optical cable and a fiber bragg grating array temperature sensing optical cable which are distributed on a rail transit engineering structure; the data processing center is used for processing monitoring signals of the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable to determine sensing data; and the intelligent operation and maintenance service platform is used for carrying out intelligent analysis according to the sensing data and monitoring the engineering structure and the train state of the rail transit based on an intelligent analysis result. The defect that the health monitoring of the traditional rail transit engineering structure in the operation period is mainly based on strain parameter evaluation is overcome, and the accuracy and the reliability of the structural health state evaluation are improved through multi-parameter combined monitoring of strain, vibration, temperature and the like.
Description
Technical Field
The invention belongs to the technical field of traffic safety monitoring, and particularly relates to a rail traffic safety monitoring system and a rail traffic safety monitoring method.
Background
In recent years, urban rail transport systems have been developed rapidly, and the healthy operation of urban rail transport engineering structures serving as important structural engineering and important components of urban traffic life lines is very important for the normal operation of cities. However, the rail transit engineering structure is gradually damaged along with the operation, and particularly under the influence of complex load conditions such as temperature, train, foundation deformation and external disturbance, diseases may occur at any time, so that the driving safety is influenced. The rail transit engineering structure diseases are frequent and sudden, and cause a plurality of safety accidents.
The method aims at the health and safety of the rail transit infrastructure, researches on a sensing detection theory and a monitoring method for structure health monitoring, damage identification, fault early warning and alarming are carried out, and the method is a key for realizing high-efficiency and real-time safety monitoring of a rail transit engineering structure. The safety problem source of safety monitoring of the subway engineering structure is complex, the monitoring requirement coverage distance is long, and the subway engineering structures are coupled with each other, which all provide great challenges for safety monitoring. At present, the urban rail transit engineering structure state detection and maintenance in China are mostly in a mode of regular maintenance or fault repair afterwards, the operation maintenance and maintenance cost is high, the efficiency is low, and the real-time performance of monitoring cannot be guaranteed. Therefore, the safety monitoring technology and the management level of the rail transit engineering infrastructure are urgently needed to be improved by using a new technology and a new method.
In conclusion, the full-time global safety monitoring of the rail transit engineering structure for engineering practicability needs a multi-parameter, large-capacity and easily-implemented bottom layer sensing technology urgently. Therefore, how to construct a full-time global safety monitoring system for a rail transit engineering structure is an urgent problem to be solved, so that the health condition of the rail transit engineering structure is comprehensively and timely mastered, potential diseases and sudden accident hidden dangers are timely pre-warned and alarmed, and driving protection and navigation are guaranteed for rail transit safety operation.
Disclosure of Invention
In view of the above, there is a need for a rail transit safety monitoring system and method, which overcome the problem of lack of real-time performance, high efficiency and comprehensiveness in monitoring rail transit in the prior art.
In order to solve the above technical problem, the present invention provides a rail transit safety monitoring system, including: communication connection's sensor network, data processing center and intelligent fortune dimension service platform in proper order, wherein:
the sensing network comprises a fiber grating vibration sensing optical cable, a fiber grating strain sensing optical cable and a fiber grating array temperature sensing optical cable which are arranged on a rail transit engineering structure;
the data processing center is used for processing monitoring signals of the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable to determine sensing data;
and the intelligent operation and maintenance service platform is used for carrying out intelligent analysis according to the sensing data and monitoring the engineering structure and the train state of the rail transit based on an intelligent analysis result.
Furthermore, the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable are all made of fiber grating array sensing probes, the fiber grating array sensing probes comprise preset reflectivity grating arrays, and fiber grating sensing points of preset scales are multiplexed on a single optical fiber.
Further, the fiber bragg grating vibration sensing optical cable is laid along the whole longitudinal line of the rail transit line; the fiber bragg grating strain sensing optical cable is laid in the longitudinal direction and the annular direction of the key cross section along the rail transit line; the fiber bragg grating array temperature sensing optical cable is laid longitudinally along a rail transit line.
Further, the data processing center comprises a demodulation instrument and a data acquisition network platform, wherein:
the demodulation instrument is used for converting the monitoring signals of the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable into digital signals;
and the data acquisition network platform is used for acquiring the digital signals in real time, converting the digital signals into the sensing data and uploading the sensing data to the intelligent operation and maintenance service platform.
The invention also provides a rail transit safety monitoring method, which is applied to the intelligent operation and maintenance service platform in the rail transit safety monitoring system, and comprises the following steps:
acquiring the sensing data;
performing transverse comparison and longitudinal comparison according to the sensing data to determine identification data;
and monitoring the engineering structure of the rail transit and the train state according to the identification data.
Further, the determining the identification data by performing the transverse comparison and the longitudinal comparison according to the sensing data includes:
based on the sensing data, determining singular points and abnormal points through transverse comparison of different areas at the same time and longitudinal comparison of the same area at different times;
and performing data screening and data classification on the singular points and the abnormal points, and determining the identification data reflecting engineering structure characteristics and train state characteristics.
Further, the identification data includes seismic wave signals sensed by a vibration pickup unit, the vibration pickup unit is a vibration sensing unit formed between adjacent fiber gratings at equal intervals in the fiber grating vibration sensing optical cable, and the monitoring of the engineering structure and the train state of the rail transit according to the identification data includes:
performing characteristic matching according to the seismic wave signals;
and if the seismic wave signal meets the characteristics of the abnormal signal, identifying illegal operation, and performing positioning alarm according to the position of the vibration pickup unit.
Further, the identification data includes vibration excitation signals of train wheels and steel rails sensed by a vibration pickup unit, the vibration pickup unit is a vibration sensing unit formed between adjacent fiber gratings at equal intervals in the fiber grating vibration sensing optical cable, and the engineering structure and the train state of the rail transit are monitored according to the identification data, including:
when the vibration pickup unit acquires the vibration excitation signal, marking the vibration pickup unit as an occupied subarea, and when a train drives out the vibration pickup unit, marking the vibration pickup unit as an idle subarea;
and identifying a sensing area covered by excitation from the train head to the train tail according to the occupied subarea and the idle subarea, and positioning the train.
Further, the identification data includes a wheel-rail coupling response signal of the fiber grating vibration sensing optical cable at each sensing point, and the monitoring of the engineering structure of the rail transit and the train state according to the identification data includes:
and inputting the wheel-rail coupling response signal to a completely trained deep learning model, and outputting a fault type corresponding to the wheel-rail coupling response signal.
Further, the identification data includes a dynamic response signal of the fiber grating vibration sensing optical cable at each sensing point, and the monitoring of the engineering structure of the rail transit and the train state according to the identification data includes:
and if the sensing point is abnormal, collecting the dynamic response signal, performing statistical analysis, correlating with a corresponding fault type, and determining a fault basis.
Compared with the prior art, the invention has the beneficial effects that: by arranging the sensing network, the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable are utilized to carry out multi-parameter monitoring, the richness and the accuracy of monitoring information are ensured, and comprehensive monitoring is realized; the data processing center is arranged to convert the monitoring information of the optical cables into sensing data; through setting up intelligent fortune dimension service platform, carry out corresponding intelligent analysis to the sensing data, follow intelligent analysis's result, effectively feed back track traffic's engineering structure and train state to this guarantees the quick monitoring to train real-time status and the operational aspect of engineering structure, and in time sends corresponding warning and handles. In conclusion, the defect that the health monitoring of the traditional rail transit engineering structure in the operation period is mainly based on strain parameter evaluation is overcome, the accuracy and the reliability of the evaluation of the structural health state are improved by utilizing a multi-parameter, large-capacity and easily-implemented bottom layer sensing technology and through multi-parameter combined monitoring of strain, vibration, temperature and the like.
Drawings
Fig. 1 is a schematic flow chart of an embodiment of a rail transit safety monitoring system provided in the present invention;
FIG. 2 is a schematic layout diagram of an embodiment of a fiber grating vibration sensing optical cable provided by the present invention;
FIG. 3 is a schematic longitudinal through-length layout diagram of an embodiment of a fiber grating strain sensing cable provided by the present invention;
FIG. 4 is a schematic diagram of a key cross-sectional layout of an embodiment of a fiber grating strain sensing cable provided in the present invention;
FIG. 5 is a schematic layout view of an embodiment of a fiber grating temperature sensing optical cable provided by the present invention;
fig. 6 is a schematic flowchart of a rail transit safety monitoring method according to an embodiment of the present invention;
FIG. 7 is a flowchart illustrating an embodiment of step S602 in FIG. 6 according to the present invention;
fig. 8 is a schematic flowchart of an embodiment of the step S603 in fig. 6 according to the present invention;
FIG. 9 is a schematic diagram illustrating an embodiment of "intrusion" of illegal activities into a protected area according to the present invention;
fig. 10 is a schematic flowchart of another embodiment of step S603 in fig. 6 according to the present invention;
FIG. 11 is a schematic diagram of one embodiment of train positioning provided by the present invention;
fig. 12 is a schematic structural diagram of an embodiment of a rail transit safety monitoring device provided in the present invention;
fig. 13 is a schematic structural diagram of an embodiment of an electronic device provided in the present invention.
Detailed Description
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate preferred embodiments of the invention and together with the description, serve to explain the principles of the invention and not to limit the scope of the invention.
Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the invention. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the described embodiments can be combined with other embodiments.
The invention provides a rail transit safety monitoring system and a rail transit safety monitoring method, which are used for carrying out multi-parameter combined monitoring through strain, vibration and temperature, comprehensively judging the rail transit condition and providing a new thought for further improving the accuracy and the efficiency of rail transit monitoring.
Before the description of the embodiments, the related words are paraphrased:
an optical fiber sensor: the sensor converts the state of a measured object into a measurable optical signal. The optical fiber sensor has the working principle that light beams incident from a light source are sent into a modulator through an optical fiber, the light beams interact with external measured parameters in the modulator, so that optical properties of the light, such as intensity, wavelength, frequency, phase, polarization state and the like, are changed to form modulated light signals, and the modulated light signals are sent into a photoelectric device through the optical fiber and then are demodulated to obtain the measured parameters. In the whole process, light beams are guided in through the optical fibers and are emitted out after passing through the modulator, wherein the optical fibers are used for transmitting the light beams firstly and playing a role of the optical modulator secondly;
optical fiber array: an array is formed by mounting a bundle of optical fibers or an optical fiber ribbon on a substrate at regular intervals by using a V-Groove (V-Groove) substrate;
optical cable: fabricated to meet optical, mechanical, or environmental performance specifications, it utilizes one or more optical fibers disposed in a covering jacket as a transmission medium and can be used individually or in groups as a telecommunication cable assembly.
Based on the description of the technical terms, in the prior art, the optical fiber sensor has the advantages of good long-term stability, remote signal transmission, easy networking, electromagnetic interference resistance and the like, so that the optical fiber sensor gradually replaces an electric sensor with long-term stability which is difficult to ensure, and is widely used in long-term health monitoring in the fields of bridges, tunnels, airports, railways and the like. At present, the most typical two technologies in optical fiber sensing networking multiplexing are a wavelength division multiplexing technology and a time division multiplexing technology, but when the two technologies are oriented to the practical requirements of full-time global monitoring engineering of rail transit, the following problems still exist:
on one hand, the wavelength division multiplexing technology has the advantages of high precision, accurate measuring point positioning and the like. However, in the traditional wavelength division multiplexing networking technology, because the bandwidth of a light source is limited, only dozens of sensing points can be multiplexed on a single optical fiber at most, so that the integration capacity of a sensing system is limited, and the application requirements of a large-scale and large-capacity sensing network in the full-time global monitoring of the infrastructure engineering structure of the rail transit are difficult to meet;
on the other hand, the time division multiplexing technology breaks through the limitation of the bandwidth of the light source, and greatly improves the multiplexing capacity of the optical fiber sensing network. However, the traditional time division multiplexing optical fiber sensing technology detects optical fiber backscatter signals, the signals are very weak, the detection of high precision, high sampling rate, high spatial resolution and multiple parameters is difficult to realize, and the formed monitoring system is difficult to realize the accurate assessment of the structural health condition of the rail transit engineering.
In addition, in the conventional distributed optical fiber sensing technology, the scattering coefficient in the optical fiber is low, and the signal-to-noise ratio of the system is usually not high, so that the spatial resolution and the detection sensitivity of the distributed sensing system are affected. To solve this problem, researchers often employ multiple averaging algorithms or methods that artificially increase the scattering coefficient. Averaging thousands of times can improve the signal-to-noise ratio but can result in an increase in system response time. The signal-to-noise ratio can be effectively improved by improving the back scattering intensity through methods such as ultraviolet exposure or femtosecond laser processing, but the uniformity and the timeliness of the process are problems to be solved.
In summary, in the prior art, the rail traffic engineering state structure is often monitored by adopting a mode of regular maintenance or after-accident fault repair, so that the real-time performance is lacked, and the rail traffic engineering condition cannot be comprehensively judged. Therefore, the present invention is directed to a system and a method for monitoring rail transit safety.
Specific examples are described in detail below:
an embodiment of the present invention provides a rail transit safety monitoring system, and with reference to fig. 1, fig. 1 is a schematic flow diagram of an embodiment of a rail transit safety monitoring system provided in the present invention, including: communication connection's sensing network 1, data processing center 2 and intelligent fortune dimension service platform 3 in proper order, wherein:
the sensing network 1 comprises a fiber grating vibration sensing optical cable 11, a fiber grating strain sensing optical cable 12 and a fiber grating array temperature sensing optical cable 13 which are arranged on a rail transit engineering structure;
the data processing center 2 is used for processing monitoring signals of the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable to determine sensing data;
and the intelligent operation and maintenance service platform 3 is used for carrying out intelligent analysis according to the sensing data and monitoring the engineering structure and the train state of the rail transit based on an intelligent analysis result.
In the embodiment of the invention, by arranging the sensing network, the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable are utilized to carry out multi-parameter monitoring, so that the richness and the accuracy of monitoring information are ensured, and comprehensive monitoring is realized; the data processing center is arranged to convert the monitoring information of the optical cables into sensing data; through setting up intelligent operation and maintenance service platform, carry out corresponding intelligent analysis to the sensing data, follow the intelligent analysis result, effectively feed back track traffic's engineering structure and train state to this guarantees the quick monitoring to train real-time status and the operational aspect of engineering structure, and in time sends corresponding warning and handles.
As a preferred embodiment, the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable are all made of a fiber grating array sensing probe, the fiber grating array sensing probe includes a preset reflectivity grating array, and a fiber grating sensing point of a preset scale is multiplexed on a single optical fiber.
In the embodiment of the invention, the multiplexing capacity of the fiber grating is ensured by using the fiber grating array sensing probe, and the rail transit line of dozens of kilometers can be covered by only laying a sensing network consisting of a plurality of sensing optical cables, so that the intelligent sensing without dead zones of the whole domain is realized, and the comprehensive acquisition of monitoring signals is facilitated.
The preset reflectivity grating array is preferably an extremely weak reflectivity grating array, the fiber gratings on each fiber probe are arranged at equal intervals, the reflection bandwidth is 2-3 nm, the reflectivity consistency is good, the reflectivity range is-30 dB to-50 dB according to the multiplexing capacity of the fiber gratings on a single fiber, and the lower the reflectivity, the larger the multiplexing capacity on the single fiber.
The preset scale of the fiber grating sensing point is preferably an ultra-large scale fiber grating sensing point, so that various monitoring signals can be collected conveniently.
As a preferred embodiment, the fiber bragg grating vibration sensing optical cable is laid along the whole longitudinal line of the rail transit line; the fiber bragg grating strain sensing optical cable is laid along the longitudinal direction of the rail transit line and the annular direction of the key cross section; the fiber bragg grating array temperature sensing optical cable is laid longitudinally along a rail transit line.
In the embodiment of the invention, the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable are effectively distributed, so that related monitoring signals are comprehensively sensed, and the subsequent accurate data processing is facilitated.
As a more specific embodiment, referring to fig. 2, fig. 2 is a schematic layout diagram of an embodiment of the fiber grating vibration sensing optical cable provided by the present invention, the fiber grating array vibration sensing optical cable may be laid along the track bed structure or along the tunnel wall structure in the longitudinal direction, and the vibration detection sensing units of the sensing optical cable after being laid are distributed continuously along the longitudinal space, so as to realize the sensing of the track traffic line without blind area and full coverage by vibration excitation.
In the embodiment of the invention, the related vibration signals are collected by effectively arranging the fiber grating array vibration sensing optical cable, so that the vibration signals are sensed in a full-coverage manner.
In a specific embodiment of the present invention, referring to fig. 2, 1 4-channel fiber grating array vibration demodulation instrument is selected, each channel can detect a 5km length of monitoring signal of a sensing optical cable in real time, and the length of an area covered by 1 4-channel instrument can reach 20 km. If 1 subway line has 21 stops, and every station spacing is 2km, then only need 2 4 passageway demodulation instruments can realize the vertical universe of whole subway line vibration monitoring and cover.
As a more specific embodiment, with reference to fig. 3 and 4, fig. 3 is a longitudinal full-length layout schematic diagram of an embodiment of the fiber grating strain sensing optical cable provided by the present invention, fig. 4 is a key cross-section layout schematic diagram of an embodiment of the fiber grating strain sensing optical cable provided by the present invention, the fiber grating array strain sensing optical cable selects a layout position according to monitoring needs, the strain sensing optical cable is longitudinally laid on a track bed structure along a track traffic line, and a characteristic of continuous distribution of longitudinal strain of the track bed structure is sensed; the strain sensing optical cable is longitudinally laid on the hole wall along a track traffic line, so that the characteristic of continuous longitudinal strain distribution of the hole wall structure can be sensed; the strain sensing optical cable is laid on the ring tangent plane of the tunnel structure, and can sense the tangential stress distribution of the cross section of the tunnel structure.
In the embodiment of the invention, the fiber bragg grating strain sensing optical cable is effectively distributed to acquire related strain signals, so that the stress change of the engineering structure can be accurately sensed.
In a specific embodiment of the present invention, still referring to fig. 3 and 4, 3 strain sensing cables are arranged in each tunnel through length, and are respectively located at the top of the tunnel and at the lower side of the tunnel wall. In addition, 5 cross sections are selected from each tunnel midspan section and other key section positions and are arranged along the section ring direction. Aiming at high-precision dense grating array strain monitoring big data, the long-term service safety monitoring of the tunnel lining structure is realized through intelligent data analysis and processing.
As a more specific embodiment, referring to fig. 5, fig. 5 is a layout schematic diagram of an embodiment of the fiber grating temperature sensing optical cable provided by the present invention, and the fiber grating array temperature sensing is longitudinally arranged along a rail transit line, so as to realize global sensing of the environmental temperature of the rail transit line.
In the embodiment of the invention, the global perception of the environmental temperature of the rail transit line is ensured by effectively arranging the fiber bragg grating temperature sensing optical cable.
In a specific embodiment of the present invention, still referring to fig. 5, 2 strain sensing optical cables are arranged through each tunnel, and are located close to the waist strain sensing optical cables on both sides, so as to realize monitoring of the temperature field of the structure in the tunnel, and perform analysis and evaluation on the correlation between deformation/settlement/crack development and temperature.
As a more specific embodiment, the sensing optical cable is laid by the following method:
the fiber grating array vibration sensing optical cable and the fiber grating array strain sensing optical cable are closely attached to a measured structure, the sensing optical cable can be placed after grooving aiming at the existing line, and then the sensing optical cable and the measured structure are solidified by cement or a curing agent; aiming at the newly repaired line, the sensing optical cable can be directly poured in the concrete. The fiber grating array temperature sensing optical cable does not need to be estimated with a measured structure, can be directly placed on a cable bridge frame, and can be simply bundled and fixed.
In the embodiment of the invention, a comprehensive sensing sensor network is constructed by a related layout method, and different monitoring signals are effectively collected.
As a preferred embodiment, the data processing center includes a demodulation instrument and a data acquisition network platform, wherein:
the demodulation instrument is used for converting the monitoring signals of the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable into digital signals;
and the data acquisition network platform is used for acquiring the digital signals in real time, converting the digital signals into the sensing data and uploading the sensing data to the intelligent operation and maintenance service platform.
In the embodiment of the invention, the computer software and hardware and the network platform have the information acquisition function, the fiber grating array sensing optical cable is connected to the fiber grating array sensing demodulation instrument, the optical signal sensed by the sensing optical cable is converted into a digital signal through the demodulation instrument, and the computer software and hardware and the network platform are used for acquiring the monitoring data of each sensing unit in the sensing network in real time, so that the full-time global detection of the rail transit engineering structure is realized.
It should be noted that the collected monitoring signals include:
1. sensing the whole-line vibration excitation response of the rail transit engineering structure in real time by using a fiber bragg grating array vibration sensing network, wherein the sensible external excitation source mainly comprises; an excitation signal is invaded from the outside of the rail transit engineering structure; coupling the excitation signal with the wheel track; and (3) carrying out geological structure reflected wave signals under the excitation of the load of the train wheel group.
2. Sensing in real time by using a fiber grating array strain sensing network: continuously distributing structural strain of the rail transit engineering; and (5) deformation of the rail traffic engineering structure.
3. Sensing in real time by using a fiber grating array temperature sensing network: and distributing the temperature field of the rail transit engineering structure.
Therefore, comprehensive sensing and monitoring of signals are achieved through multi-aspect data acquisition, and comprehensive and real-time judgment on the train running condition and the track engineering structure is facilitated.
An embodiment of the present invention provides a rail transit safety monitoring method, and with reference to fig. 6, fig. 6 is a schematic flow chart of an embodiment of the rail transit safety monitoring method provided by the present invention, and is applied to an intelligent operation and maintenance service platform in the rail transit safety monitoring system, where the method includes steps S601 to S603, where:
in step S601, the sensing data is acquired;
in step S602, performing a transverse comparison and a longitudinal comparison according to the sensing data to determine identification data;
in step S603, the engineering structure of the rail transit and the train state are monitored according to the identification data.
In the embodiment of the invention, based on the rail transit safety monitoring system, available identification data is compared from sensing data, then the identification data is processed by utilizing various big data processing methods, mass data of the whole-time universe are analyzed and processed, and a self-diagnosis and intelligent evaluation method of a rail transit engineering structure is established.
As a preferred embodiment, referring to fig. 7, fig. 7 is a schematic flowchart of an embodiment of step S602 in fig. 6 provided by the present invention, where step S602 includes step S701 to step S702, where:
in step S701, based on the sensing data, singular points and singular points are determined by performing lateral comparison in different regions at the same time and longitudinal comparison in the same region at different times;
in step S702, data screening and data classification are performed on the singular points and the abnormal points, and the identification data reflecting the engineering structural features and the train state features are determined.
In the embodiment of the invention, a global covered vibration monitoring network is utilized to collect data in real time, singular points and abnormal points are found out through transverse comparison of different areas at the same time and longitudinal comparison of different time in the same area, characteristic parameters reflecting various abnormalities and diseases of a rail engineering structure are established through screening and classification, and identification criteria are formed.
As a preferred embodiment, referring to fig. 8, fig. 8 is a schematic flowchart of an embodiment of step S603 in fig. 6 provided by the present invention, where the identification data includes a seismic wave signal sensed by a vibration pickup unit, the vibration pickup unit is a vibration sensing unit formed between adjacent fiber gratings with equal spacing in the fiber grating vibration sensing optical cable, and step S603 includes steps S801 to S802, where:
in step S801, feature matching is performed according to the seismic wave signal;
in step S802, if the seismic wave signal satisfies the characteristics of the abnormal signal, an illegal operation is identified, and a positioning alarm is performed according to the position of the vibration pickup unit.
In the embodiment of the invention, the seismic wave signals are correspondingly processed, and the alarm for illegal operation identification is given.
It should be further noted that, the fiber grating array vibration sensing network takes the equally spaced fiber gratings as nodes, and adjacent nodes form a high-sensitivity interference type vibration sensing unit. The pitch of the fiber bragg grating array nodes is adjustable. In particular, the present invention uses, but is not limited to, nodes spaced 5 or 3 meters apart. Taking the pitch of the nodes as 5 meters as an example, the minimum phase difference delta phi which can be sensed by each vibration pickup is less than 10mrad according to the formula:
the minimum strain quantity which can be sensed by each vibration pickup unit is less than 50n epsilon, so that vibration signals within a range of tens of meters in the radial direction of the cross section can be sensed, and equivalently, a protection area of tens of meters is radially arranged on a track traffic line. The fiber bragg grating array vibration pickup unit is laid along the longitudinal full length of the rail transit line, so that sensing and intelligent monitoring covering a protection area of the whole rail transit line, which is several tens of meters in the radial direction, are realized;
when operation is carried out in a protection area along a rail transit line, earthquake wave signals are generated, the monitoring system can monitor abnormal earthquake wave signals in real time, rapidly identifies illegal operation intrusion through matching the characteristics of intrusion abnormity criteria, gives an alarm, accurately positions the illegal operation by using the position of the abnormal response sensing unit, and informs an operation management department of processing.
In a specific embodiment of the present invention, referring to fig. 9, fig. 9 is a schematic diagram illustrating the principle of "intrusion" into a protected area by illegal operations provided by the present invention, where an optical fiber grating array sensing optical cable with an optical fiber grating pitch of 5 meters is laid on a tunnel bed/tunnel wall of a subway tunnel, and a formed resonator array network can cover a subway protected area with a cross section of a radial range of 50 meters, and can accurately identify and locate illegal operations such as small exploration drilling machines, demolishing machines, excavating machines, etc. within a 50-meter protected area.
As a preferred embodiment, referring to fig. 10, fig. 10 is a schematic flowchart of another embodiment of step S603 in fig. 6 provided by the present invention, where the identification data includes vibration excitation signals of train wheels and steel rails sensed by a vibration pickup unit, and step S603 includes steps S1001 to S1002, where:
in step S1001, when the vibration pickup unit acquires the vibration excitation signal, marking the vibration pickup unit as an occupied zone, and when the train drives out of the vibration pickup unit, marking the vibration pickup unit as an idle zone;
in step S1002, according to the occupied subarea and the idle subarea, a sensing area covered by excitation from the head to the tail of the train is identified, and the train is positioned.
In the embodiment of the invention, the sensing area covered by excitation from the head to the tail of the train is effectively identified through the identification processing of the vibration excitation signal, and the train is accurately positioned.
In a specific embodiment of the present invention, referring to fig. 11, fig. 11 is a schematic diagram of an embodiment of train positioning provided by the present invention, a vibration pickup array has a high dynamic range, a vibration sensing optical cable laid on a track bed or a tunnel wall can not only detect an excitation source several tens of meters away, but also no saturation distortion occurs in response under excitation of a wheel-track coupled direct wave, and each vibration pickup unit can accurately identify train excitation in real time. The train vibration exciting signal can be accurately identified in real time and positioned in real time through the vibration sensing optical cable laid on the whole line, the positioning precision of the train vibration exciting signal is determined by the space between the fiber bragg gratings in the fiber bragg grating array, and the space between the fiber bragg gratings in the system is only several meters, so that the train positioning precision with meter-level resolution can be realized. The positioning implementation steps are as follows:
in the first step, a sensing network formed by the fiber bragg grating array vibration sensing optical cable, and a vibration sensing unit formed by adjacent fiber bragg grating nodes can be regarded as 1 inspection subarea occupied by the track. If the sensing network covers a track section with the length of L, the sensing unit divides the track section into N occupied checking partitions (N is L/L, and L is the distance between fiber grating nodes);
and secondly, when the train enters the nth occupancy check partition, the vibration pickup unit of the partition can sense the vibration excitation of the train wheels and the steel rails, and the partition is marked as occupied. When the train drives out to occupy the check subarea, marking the subarea as idle;
and thirdly, a train is provided with a plurality of wheel sets, and the sensing area covered by excitation from the train head to the train tail is identified through the occupation subarea idle/occupation condition, so that the train is positioned with the positioning accuracy of +/-l.
And fourthly, forming a high-density track occupation inspection section based on a high-spatial-resolution train positioning function, and providing a key basis for establishing a train operation scheduling network with higher running density, shorter braking distance and higher operation speed. Based on the track occupation checking and train real-time positioning functions of the monitoring system, an independent train operation scheduling control system independent of a vehicle-mounted device is formed.
As a preferred embodiment, the identification data includes a wheel-rail coupling response signal of the fiber bragg grating vibration sensing optical cable at each sensing point, and the monitoring of the engineering structure of the rail transit and the train state according to the identification data includes:
and inputting the wheel-rail coupling response signal to a completely trained deep learning model, and outputting a fault type corresponding to the wheel-rail coupling response signal.
In the embodiment of the invention, the wheel rail coupling response signals are processed efficiently and quickly through the deep learning model so as to efficiently identify the corresponding fault type.
In a specific embodiment of the invention, the fiber bragg grating vibration sensing probe is fully covered on a subway line, wheel-rail coupling response is monitored in real time, if the wheel-rail coupling dynamic response of a train passing through each sensing point is abnormal, the train is judged to have a fault, a fault sample is collected, and identification criteria of different faults such as wheel out-of-round, wheel looseness and the like are established by using a deep learning method to form a real-time train health monitoring and evaluating system.
As a preferred embodiment, the identification data includes a dynamic response signal of the fiber grating vibration sensing optical cable at each sensing point, and the monitoring of the engineering structure of rail transit and the train state according to the identification data includes:
and if the sensing point is abnormal, collecting the dynamic response signal, performing statistical analysis, correlating the dynamic response signal with a corresponding fault type, and determining a fault basis.
In the embodiment of the invention, the dynamic response signals are subjected to statistical analysis and are associated with corresponding fault types, so that the corresponding fault basis is convenient to determine.
In a specific embodiment of the invention, based on a 'green seismic source' -under the condition of moving train load, a full-coverage vibration monitoring network is utilized to monitor the dynamic response of each sensing unit of a track engineering structure in real time, when a train passes through the whole line and some measuring points are abnormal, the measuring area can be judged to have faults, fault criteria such as rail breakage, corrugation, fastener loosening, elastic strip breakage, track settlement, offline basic diseases (settlement, cavities, buckling deformation and the like) and the like are formed by collecting fault samples and further analyzing, and a track engineering structure disease identification and positioning service platform is established for an operation department.
It should be noted that the train health assessment and the rail engineering structure disease identification and positioning are based on statistical analysis of wheel-rail coupling vibration signal detection data, and long-term real-time strain distribution monitoring of the rail traffic tunnel lining can be developed by using a global coverage strain and monitoring network. The fiber grating array strain sensing optical cable distributed in the longitudinal whole process and the key ring section utilizes high-precision and dense grating array strain monitoring big data, and realizes the following functions through intelligent data analysis and processing:
(1) monitoring the longitudinal differential settlement of the lining;
(2) monitoring the circumferential convergence of the lining;
(3) and (4) identifying, positioning and early warning the dislocation of the construction joint.
Wherein, the long-term real-time temperature distribution monitoring of the track engineering structure is developed by adopting a grating array temperature sensing cable. The temperature sensing cable is mainly used for temperature compensation of the strain sensing cable and realizes that:
(1) monitoring a structural temperature field in the tunnel;
(2) deformation/settlement/crack development and temperature dependence analysis evaluation.
An embodiment of the present invention further provides a rail transit safety monitoring device, and with reference to fig. 12, fig. 12 is a schematic structural diagram of an embodiment of the rail transit safety monitoring device provided in the present invention, where the rail transit safety monitoring device 1200 includes:
an obtaining unit 1201, configured to obtain the sensing data;
the processing unit 1202 is configured to perform transverse comparison and longitudinal comparison according to the sensing data to determine identification data;
and the monitoring unit 1203 is configured to monitor the engineering structure of the rail transit and the train state according to the identification data.
The more specific implementation manner of each unit of the rail transit safety monitoring device can be referred to the description of the rail transit safety monitoring method, and has similar beneficial effects, and details are not repeated here.
An embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements the rail transit safety monitoring method as described above.
Generally, computer instructions for carrying out the methods of the present invention may be carried using any combination of one or more computer-readable storage media. Non-transitory computer readable storage media may include any computer readable medium except for the signal itself, which is temporarily propagating.
A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.
Computer program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C + +, and conventional procedural programming languages, such as the "C" programming language or similar programming languages, and in particular may employ Python languages suitable for neural network computing and TensorFlow, PyTorch-based platform frameworks. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).
Fig. 13 is a schematic structural diagram of an embodiment of the electronic device provided by the present invention, and with reference to fig. 13, an electronic device 1300 includes a processor 1301, a memory 1302, and a computer program stored in the memory 1302 and capable of running on the processor 1301, and when the processor 1301 executes the program, the rail transit safety monitoring method described above is implemented.
As a preferred embodiment, the electronic device 1300 further includes a display 1303, configured to display that the processor 1301 executes the rail transit safety monitoring method described above.
Illustratively, the computer programs may be partitioned into one or more modules/units, which are stored in the memory 1302 and executed by the processor 1301 to implement the present invention. One or more modules/units may be a series of computer program instruction segments capable of performing certain functions, the instruction segments describing the execution of a computer program in the electronic device 1300. For example, the computer program may be divided into the obtaining unit 1201, the processing unit 1202 and the monitoring unit 1203 in the above embodiments, and specific functions of each unit are as described above, which are not described herein again.
The electronic device 1300 may be a desktop computer, a notebook, a palm top computer, or a smart phone with an adjustable camera module.
The processor 1301 may be an integrated circuit chip having signal processing capabilities. The Processor 1301 may be a general-purpose Processor, including a Central Processing Unit (CPU), a Network Processor (NP), and the like; but also Digital Signal Processors (DSPs), Application Specific Integrated Circuits (ASICs), Field-Programmable Gate arrays (FPGAs) or other Programmable logic devices, discrete Gate or transistor logic devices, discrete hardware components. The various methods, steps and logic blocks disclosed in the embodiments of the present invention may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The Memory 1302 may be, but is not limited to, a Random Access Memory (RAM), a Read Only Memory (ROM), a Programmable Read-Only Memory (PROM), an Erasable Read-Only Memory (EPROM), an electrically Erasable Read-Only Memory (EEPROM), and the like. The memory 1302 is configured to store a program, and the processor 1301 executes the program after receiving an execution instruction, and the method defined by the flow disclosed in any of the foregoing embodiments of the present invention may be applied to the processor 1301, or implemented by the processor 1301.
The display 1303 may be an LCD display screen or an LED display screen. Such as a display screen on a cell phone.
It is to be understood that the configuration shown in fig. 13 is only one schematic configuration of the electronic device 1300, and that the electronic device 1300 may include more or less components than those shown in fig. 13. The components shown in fig. 13 may be implemented in hardware, software, or a combination thereof.
According to the computer-readable storage medium and the electronic device provided by the above embodiments of the present invention, the contents specifically described for implementing the rail transit safety monitoring method according to the present invention can be referred to, and the beneficial effects similar to those of the rail transit safety monitoring method described above are achieved, and are not described herein again.
The invention discloses a rail transit safety monitoring method, which is characterized in that a sensing network is arranged, and a fiber grating vibration sensing optical cable, a fiber grating strain sensing optical cable and a fiber grating array temperature sensing optical cable are utilized to carry out multi-parameter monitoring, so that the richness and the accuracy of monitoring information are ensured, and comprehensive monitoring is realized; the data processing center is arranged to convert the monitoring information of the optical cables into sensing data; through setting up intelligent operation and maintenance service platform, carry out corresponding intelligent analysis to the sensing data, follow the intelligent analysis result, effectively feed back track traffic's engineering structure and train state to this guarantees the quick monitoring to train real-time status and the operational aspect of engineering structure, and in time sends corresponding warning and handles.
According to the technical scheme, the current situation that only scientific research small-scale test exploration can be carried out in the current rail transit engineering structure health monitoring is changed, the advantages of high capacity and high density of a grating array sensing technology are brought into play, and a grating array sensing network based on vibration, strain and temperature is adopted to realize the whole-area monitoring of the rail transit engineering structure; the defect that the health monitoring of the traditional rail transit engineering structure in the operation period is mainly based on strain parameter evaluation is overcome, and the accuracy and reliability of the evaluation of the structural health state are improved through multi-parameter combined monitoring of strain, vibration, temperature and the like; the defect that the traditional optical fiber sensors need to be installed one by one during field installation is overcome, the grating array sensing network is adopted to complete the integrated arrangement and protection of the sensing optical cables, no fusion joint exists among all measuring points on the same optical cable, the field efficient installation of the sensors is realized, and the survival rate of the measuring points of the sensing network under the long-term monitoring condition is improved; the method changes the traditional monitoring system which adopts a threshold value method to carry out early warning and alarming, utilizes transverse comparison on a monitoring parameter statistical characteristic space and longitudinal analysis and evaluation on time to realize comprehensive evaluation of the safety of the rail traffic engineering structure and accurate identification of diseases, and changes the health monitoring of the traditional rail traffic engineering structure in the operation period. In conclusion, the method is mainly based on the defect of strain parameter evaluation, and the accuracy and the reliability of the structural health state evaluation are improved through multi-parameter combined monitoring of strain, vibration, temperature and the like.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention.
Claims (10)
1. A rail transit safety monitoring system, comprising: communication connection's sensor network, data processing center and intelligent fortune dimension service platform in proper order, wherein:
the sensing network comprises a fiber grating vibration sensing optical cable, a fiber grating strain sensing optical cable and a fiber grating array temperature sensing optical cable which are arranged on a rail transit engineering structure;
the data processing center is used for processing monitoring signals of the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable to determine sensing data;
and the intelligent operation and maintenance service platform is used for carrying out intelligent analysis according to the sensing data and monitoring the engineering structure and the train state of the rail transit based on an intelligent analysis result.
2. The rail transit safety monitoring system according to claim 1, wherein the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable are all made of a fiber grating array sensing probe, the fiber grating array sensing probe comprises a preset reflectivity grating array, and fiber grating sensing points of a preset scale are multiplexed on a single optical fiber.
3. The rail transit safety monitoring system according to claim 1, wherein the fiber grating vibration sensing optical cable is laid along a rail transit line in a longitudinal full line; the fiber bragg grating strain sensing optical cable is laid along the longitudinal direction of the rail transit line and the annular direction of the key cross section; the fiber bragg grating array temperature sensing optical cable is laid longitudinally along a rail transit line.
4. The rail transit safety monitoring system of claim 1, wherein the data processing center comprises a demodulation instrument and a data acquisition network platform, wherein:
the demodulation instrument is used for converting the monitoring signals of the fiber grating vibration sensing optical cable, the fiber grating strain sensing optical cable and the fiber grating array temperature sensing optical cable into digital signals;
and the data acquisition network platform is used for acquiring the digital signals in real time, converting the digital signals into the sensing data and uploading the sensing data to the intelligent operation and maintenance service platform.
5. A rail transit safety monitoring method is applied to an intelligent operation and maintenance service platform in a rail transit safety monitoring system according to any one of claims 1 to 4, and the method comprises the following steps:
acquiring the sensing data;
performing transverse comparison and longitudinal comparison according to the sensing data to determine identification data;
and monitoring the engineering structure of the rail transit and the train state according to the identification data.
6. The rail transit safety monitoring method according to claim 5, wherein the step of performing transverse comparison and longitudinal comparison according to the sensing data to determine identification data comprises the following steps:
based on the sensing data, determining singular points and abnormal points through transverse comparison of different areas at the same time and longitudinal comparison of the same area at different times;
and performing data screening and data classification on the singular points and the abnormal points, and determining the identification data reflecting the engineering structure characteristics and the train state characteristics.
7. The rail transit safety monitoring method according to claim 5, wherein the identification data includes seismic wave signals sensed by a vibration pickup unit, the vibration pickup unit is a vibration sensing unit formed between adjacent fiber gratings at equal intervals in the fiber grating vibration sensing optical cable, and the monitoring of the engineering structure and the train state of rail transit according to the identification data includes:
performing characteristic matching according to the seismic wave signals;
and if the seismic wave signal meets the characteristics of the abnormal signal, identifying illegal operation, and performing positioning alarm according to the position of the vibration pickup unit.
8. The rail transit safety monitoring method according to claim 5, wherein the identification data includes vibration excitation signals of train wheels and steel rails sensed by a vibration pickup unit, the vibration pickup unit is a vibration sensing unit formed between adjacent fiber gratings at equal intervals in the fiber grating vibration sensing optical cable, and the monitoring of the engineering structure and the train state of rail transit according to the identification data includes:
when the vibration pickup unit acquires the vibration excitation signal, marking the vibration pickup unit as an occupied subarea, and when a train drives out the vibration pickup unit, marking the vibration pickup unit as an idle subarea;
and identifying a sensing area covered by excitation from the train head to the train tail according to the occupied subarea and the idle subarea, and positioning the train.
9. The rail transit safety monitoring method according to claim 5, wherein the identification data includes a wheel-rail coupling response signal of the fiber grating vibration sensing optical cable at each sensing point, and the monitoring of the engineering structure and the train state of rail transit according to the identification data includes:
and inputting the wheel-rail coupling response signal to a completely trained deep learning model, and outputting a fault type corresponding to the wheel-rail coupling response signal.
10. The rail transit safety monitoring method according to claim 5, wherein the identification data comprise a dynamic response signal of the fiber grating vibration sensing optical cable at each sensing point, and the monitoring of the engineering structure and the train state of rail transit according to the identification data comprises:
and if the sensing point is abnormal, collecting the dynamic response signal, performing statistical analysis, correlating with a corresponding fault type, and determining a fault basis.
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