CN106627670B - A kind of train protection system and method based on laser detection - Google Patents
A kind of train protection system and method based on laser detection Download PDFInfo
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- CN106627670B CN106627670B CN201611179257.3A CN201611179257A CN106627670B CN 106627670 B CN106627670 B CN 106627670B CN 201611179257 A CN201611179257 A CN 201611179257A CN 106627670 B CN106627670 B CN 106627670B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
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Abstract
The present invention relates to a kind of train protection system and methods based on laser detection.The train protection system includes：For emitting laser pulse to current train front and being received back the laser sensor module of pulse information；For obtain train current location and whether in bend and during in bend bend curvature information electronic map positioning module；Acquire and store in real time the information collection memory module of above-mentioned echo impulse information；For obtaining the Data Management Analysis module of the speed of service of ranging data and current train current location and/or bend curvature information adjustment current train.Present invention only requires corresponding equipment is installed in train forepart, without installing ground installation at each station, normal operating conditions be in without other trains are relied on, it is small to occupy vehicle-mounted space, installs simple and convenient.Meanwhile the present invention is also used as the auxiliary system of ATP system, reduces the possibility of train collision, improves train driving safety.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a train protection system and method based on laser detection.
Background
In the prior art, an automatic train protection system (ATP) is used for train driving safety protection in urban rail transit, that is, each train is provided with a positioning device, a communication device and a detection device for a ground station, the devices communicate with each other, and collision and rear-end collision are prevented by tracking the train.
In order to realize detection of a front train, a system for detecting a front obstacle of a rail train is designed by a company and comprises a camera, a millimeter wave radar and a rail control unit, wherein the image acquired by the camera is used for identifying the obstacle, the distance between the obstacle and a front train is determined according to variables such as speed and the like, the possibility of collision with the front train is calculated, and then the phenomenon of collision and rear-end collision is avoided.
The above method has the following disadvantages: (1) the ATP system requires installation of equipment on the ground and relies on the normal operation of another train's equipment. If a certain train is in an abnormal working state, the driving safety of the straight road, the curve road and other road sections is judged by driver observation or telephone blocking measures, and the hidden danger of train rear-end collision exists. (2) When image recognition is adopted, the image recognition algorithm is complex, the calculation amount is large, and the requirement on the system performance is high; and the cost is higher due to the need of multi-sensor fusion.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a train protection system and method based on laser detection, which are used for solving the problems that an ATP system is complex to install and depends on another train to normally operate, or an image recognition algorithm is complex and the system performance is high in the prior art.
In a first aspect, an embodiment of the present invention provides a train protection system based on laser detection, where the system includes: the system comprises a laser sensor module, an electronic map positioning module, an information acquisition and storage module and a data processing and analysis module; wherein,
the laser sensor module comprises at least two laser range finders, is arranged at the head position of the current train and is used for transmitting laser pulses to the front of the current train and receiving echo pulse information;
the electronic map positioning module is used for acquiring the current position of the current train and inquiring and determining whether the current train is at a curve in the electronic map or not and curve curvature information when the current train is at the curve according to the current position;
the information acquisition and storage module is connected with the laser sensor module and is used for acquiring and storing echo pulse information received by the laser sensor module in real time;
the data processing and analyzing module is respectively connected with the laser sensor module, the electronic map positioning module and the information acquisition and storage module, and is used for acquiring distance measurement data according to the echo pulse information, acquiring a safe speed V of the current train running by combining the current position and/or curve curvature information of the current train, and adjusting the running speed of the current train according to the safe speed V.
Optionally, the system further includes an audible and visual alarm module connected to the data processing and analyzing module, and the audible and visual alarm module is configured to alarm in an audible and visual manner when the data processing and analyzing module generates an audible and visual alarm control signal.
Optionally, the laser sensor module comprises three laser rangefinders; the three laser range finders are installed in the locomotive area of the current train, and the axes of the three laser range finders are parallel.
In a second aspect, an embodiment of the present invention further provides a train protection method based on laser detection, which is implemented based on the train protection system in the first aspect, and the method includes:
the laser sensor module transmits laser pulses to the front of the train and receives echo pulse information;
the method comprises the steps that an electronic map positioning module obtains the current position of a current train, and inquires whether the current train is in a curve or not and curve curvature information when the current train is in the curve or not in an electronic map according to the current position;
and the data processing and analyzing module acquires distance measurement data according to the echo pulse information, acquires a safe speed V of the current train running by combining the current position of the current train and/or curve curvature information, and adjusts the running speed of the current train according to the safe speed V.
Optionally, the method further comprises:
and the sound-light alarm module starts sound-light alarm when receiving the sound-light alarm control signal generated by the data processing and analyzing module.
Optionally, the step of acquiring, by the data processing and analyzing module, the safe speed V at which the current train runs in combination with the current position of the current train and/or the curve curvature information includes:
inquiring whether the current train is in a straight track or not in an electronic map according to the current position;
if so, calculating the average value of all the ranging data and taking the average value as a ranging result;
and calculating the safe speed V of the current train running according to the ranging result.
Optionally, the step of acquiring the safe speed V of the current train running by the data processing and analyzing module in combination with the current position and/or curve curvature information of the current train comprises
Inquiring whether the current train is in a curve or not in an electronic map according to the current position;
if so, acquiring curvature information of the curve and a speed highest value V0 corresponding to the curve;
selecting the minimum ranging value from all ranging data as a ranging result;
acquiring the safe speed V of the current train running according to the ranging result;
judging whether the safe speed V is greater than the speed highest value V0, if so, replacing the speed highest value V0 with the safe speed of the current train;
wherein the curve includes: the tunnel inner bend and the tunnel outer bend.
Optionally, after the step of acquiring ranging data according to the echo pulse information by the data processing and analyzing module, the method further includes:
judging whether the distance measurement data is an effective value or not, if so, executing a step of acquiring the safe speed V of the current train running according to the distance measurement data and the position information;
if not, the train runs at the current running speed in a straight running state without the train in front of the train, or runs at the speed highest value V0 of the curve when the train runs at the curve in a running state without the train.
Optionally, after the step of acquiring ranging data according to the echo pulse information by the data processing and analyzing module, the method further includes:
comparing the ranging data with a preset minimum safe distance;
and if the distance measurement data is smaller than the minimum safe distance, sending an acousto-optic alarm control signal for alarming to an acousto-optic alarm module.
Optionally, after the step of acquiring ranging data according to the echo pulse information by the data processing and analyzing module, the method further includes: and the information acquisition and storage module stores the ranging data.
According to the technical scheme, the train head area of the current train is provided with the laser sensor module, the electronic map positioning module, the information acquisition and storage module, the data processing and analysis module and the sound-light alarm module; the laser sensor module comprises at least two laser range finders, is arranged at the head position of the current train and is used for transmitting laser pulses to the front of the current train and receiving echo pulse information; the electronic map positioning module is used for acquiring the current position of the current train and determining whether the current train is in a curve or not in the electronic map and curve curvature information when the current train is in the curve according to the current position; the information acquisition and storage module is connected with the laser sensor module and is used for acquiring and storing echo pulse information received by the laser sensor module in real time; the data processing and analyzing module is respectively connected with the laser sensor module, the electronic map positioning module and the information acquisition and storage module and is used for acquiring distance measurement data according to the echo pulse information and adjusting the running speed of the current train according to the current position and/or curve curvature information of the current train in the electronic map; and the sound-light alarm module is connected with the data processing and analyzing module and is used for giving an alarm in a sound-light mode when the data processing and analyzing module generates a sound-light alarm control signal. Compared with the prior art, the invention only needs to install corresponding equipment at the front part of the train, does not need to install ground equipment at each station, does not need to rely on other trains to be in a normal working state, occupies small vehicle-mounted space and is simple and convenient to install. Meanwhile, the invention can also be used as an auxiliary system of an ATP system, thereby reducing the possibility of train collision and improving the train running safety.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, a brief description will be given below of the drawings required for the description of the embodiments or the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a block diagram of a train protection system based on laser detection according to the present invention;
FIG. 2 is a schematic view of the installation of a laser range finder
FIG. 3 is a schematic diagram of the laser ranging principle;
FIG. 4 is a schematic flow chart of a train protection method based on laser detection according to the present invention;
FIGS. 5 to 6 are schematic diagrams illustrating the detection principle of the train during straight running;
fig. 7 to 13 are schematic diagrams illustrating the detection principle when the train runs on a curve.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 shows a block diagram of a train protection system based on laser detection provided by the invention. Referring to fig. 1, the train protection system includes: the system comprises a laser sensor module, an electronic map positioning module, an information acquisition and storage module and a data processing and analysis module; wherein,
the laser sensor module comprises at least two laser range finders, is arranged at the head position of the current train and is used for transmitting laser pulses to the front of the current train and receiving echo pulse information;
the electronic map positioning module is used for acquiring the current position of the current train and inquiring whether the current train is in a curve or not and curve curvature information when the current train is in the curve in an electronic map according to the current position;
the information acquisition and storage module is connected with the laser sensor module and is used for acquiring and storing echo pulse information received by the laser sensor module in real time;
the data processing and analyzing module is respectively connected with the laser sensor module, the electronic map positioning module and the information acquisition and storage module, and is used for acquiring distance measurement data according to the echo pulse information, acquiring a safe speed V of the current train running by combining the current position and/or curve curvature information of the current train, and adjusting the running speed of the current train according to the safe speed V.
The laser sensor module at least comprises two laser range finders. Optionally, in an embodiment of the present invention, the laser sensor module includes three laser distance meters, as shown in fig. 2, the three laser distance meters are respectively installed in a head area of the current train, and axes of the three laser distance meters are parallel (as shown in fig. 3). Understandably, the parallel axes are beneficial to detecting the front train in the curve, and the detection precision is improved. It should be noted that the number of the laser range finders can be adjusted according to a specific scene, for example, four, five or even more laser range finders are provided, so that the accuracy of the ranging result can be improved. However, the increase in the number of laser range finders also increases the amount of calculation of the data processing and analyzing module, and decreases the data processing speed, and those skilled in the art are required to balance the processing speed and accuracy.
The electronic map positioning module comprises a positioning unit and an electronic map unit, wherein the positioning unit can be an existing positioning device on the current train, such as a GPS positioning device, and also can be a GPS positioning device or other positioning equipment which is independently arranged for the electronic map positioning module. It can be understood that when the positioning device is independently arranged for the electronic map positioning module, the interactive information with the current train can be reduced, and the reliability of the system is improved. The positioning unit acquires the geographic position of the current train, namely the longitude and latitude coordinates of the train. The electronic map unit reads the longitude and latitude coordinates from the positioning unit, and then determines the position of the current train on the electronic map according to the longitude and latitude coordinates and the electronic map, so that the shape of the track where the train is located at the current position can be obtained. The track shape comprises a straight track and a curved track, wherein the curved track comprises a tunnel inner curved track and a tunnel outer curved track.
The electronic map is map data stored in advance in the in-vehicle device. The map data includes track shapes of respective geographical positions, such as straight roads or curved roads. And, when it is a curve, the map data further includes curvature information of the curve and a velocity maximum value V0 of the curve. The electronic map can be obtained from a map provider, or can be an electronic map built by an enterprise after data processing. The scheme of the embodiment of the invention can be realized by any electronic map, and the scheme falls into the protection scope of the embodiment of the invention.
The data processing and analyzing module in the embodiment of the invention can be realized by adopting a single chip microcomputer, an ARM chip or a DSP chip. The data processing and analyzing module is used for judging whether a front train exists before the current train, calculating the distance between the two trains when the front train exists, calculating the safe running speed of the current train and the like.
As shown in fig. 1, in the embodiment of the present invention, the information acquisition and storage module is respectively connected to the laser sensor module and the data processing and analysis module, and is configured to acquire and store the echo information acquired by the laser range finder and the ranging data calculated by the data processing and analysis module. Of course, the information collecting and storing module may also store intermediate data and final data processed by the data processing and analyzing module (for example, the current running speed and safe speed of the train), and may also store the electronic map data.
The train protection system provided by the embodiment of the invention further comprises an audible and visual alarm module. As shown in fig. 1, the sound and light alarm module is connected to the data processing and analyzing module, and is configured to alarm according to the sound and light alarm control signal sent by the data processing and analyzing module. The sound and light alarm module can be realized by adopting an indicator light and a buzzer in the prior art, and the embodiment of the invention is not limited.
An embodiment of the present invention further provides a train protection method based on laser detection, which is implemented based on the train protection system in the foregoing, and as shown in fig. 4, the train protection method includes:
s1, the laser sensor module emits laser pulses to the front of the train in front of the train and receives echo pulse information;
s2, the electronic map positioning module acquires the current position of the current train, and inquires whether the current train is in a curve or curve curvature information when the current train is in the curve in the electronic map according to the current position;
and S3, the data processing and analyzing module acquires distance measuring data according to the echo pulse information, acquires the safe speed V of the current train by combining the current position and/or curve curvature information of the current train, and adjusts the running speed of the current train according to the safe speed V.
The following describes each step of the detection method provided by the present invention in detail with reference to the accompanying drawings and specific embodiments.
First, the procedure of S1 in which the laser sensor module emits a laser pulse to the front of the train before the train and receives echo pulse information will be described.
In the embodiment of the invention, the detection method is realized by adopting three laser range finders. It will be appreciated that as the number of laser rangefinders increases, the accuracy of the results obtained by the detection method also increases, but the computational load of the data processing and analysis module increases. When the train protection system further comprises the information acquisition and storage module, the data volume stored by the information acquisition and storage module can also increase linearly, and the cost of the storage equipment is increased. Thus, a person skilled in the art can select a suitable number of laser rangefinders depending on the actual requirements of a particular use scenario. Therefore, in the embodiment of the invention, the number of the laser range finders is three, namely the laser range finders can be applied to the front train detection of a high-speed train.
In practical application, as shown in fig. 2, the three laser range finders (reference numerals 1, 2 and 3 in fig. 2) are installed at the head of the current train, and the light emitting direction of each laser range finder is parallel to the direction of the current train when the current train directly runs. That is, as shown in fig. 3, the light emitting direction is right in front of the current train, the three laser range finders emit laser pulses once in each measurement period, and the emission time can be synchronized. When meeting obstacles (tunnel walls, trains in front, buildings and the like), the laser pulse returns to form an echo signal; the laser range finder can obtain echo signals in real time.
It should be noted that the laser range finder has an effective range, and the effective range is far larger than the minimum distance allowed between the current train and the train ahead, that is, the two-train safe distance. Those skilled in the art can select a suitable type of laser range finder according to a specific use scenario, and the present invention is not limited thereto.
Next, step S2 is introduced, in which the electronic map positioning module obtains the current position of the current train, and queries whether the current train is in a curve or curve curvature information when the current train is in a curve from the electronic map according to the current position.
The electronic map positioning module acquires the current position (mainly referring to geographical position information such as longitude and latitude coordinates) of the current train in real time. Then, the electronic map positioning module matches the current position with an electronic map to obtain an accurate position of the current train in the electronic map and the track, and further obtains a shape of the track where the current train is located from the matched electronic map, for example, the current track is a straight track, a curved track, a single-track curved track, a multi-track curved track, or the like, where the curved track includes a tunnel inner curved track and a tunnel outer curved track.
When the current train is located at a curve, the curvature of the curve and the speed highest value V0 are read from the electronic map database.
Finally, step S3 is introduced, in which the data processing and analyzing module obtains distance measuring data according to the echo pulse information, and obtains the safe speed V of the current train by combining the current position of the current train and/or the curve curvature information, and adjusts the running speed of the current train according to the safe speed V.
The data processing and analyzing module receives echo signals transmitted by each laser range finder to calculate the range data between the current train and the front obstacle, the electronic map positioning module transmits the track shape and/or curve curvature and the speed maximum value V0 of the position where the current train is located, and the traveling speed of the current train under the condition of the current position is calculated, and the method comprises the following steps:
1. the track is in the shape of a straight track.
(1) As shown in fig. 5, if the distances measured by the three laser distance meters are the maximum range values of the distance meters or are not present, it indicates that the current train runs on a straight road and there is no obstacle right in front of the current train (i.e. there is no train in front), in which case, the current train runs at the existing speed.
(2) If the distance measurement distances corresponding to the three laser distance meters are equal (in practical application, a certain error is allowed due to a certain difference in the shape of the train in front, which can be set according to actual needs), the train runs on a straight road, and an obstacle, namely the train in front, exists right in front of the current train, as shown in fig. 6, in this case, the distance measurement result Z is the distance measurement distance between one laser distance meter and the train in front. Alternatively, to eliminate the influence of the error on the ranging result, the average of the three ranging distances may be used as the ranging result Z.
And comparing the distance measurement result with a two-vehicle safe distance Z0, and when the distance measurement result Z is greater than or equal to the two-vehicle safe distance Z0, calculating the safe speed V of the current train according to the preset braking speed a0 of the current train and the distance measurement result Z, wherein the current train runs at the safe speed V. The calculation formula of the safe speed V is as follows:
in the formula, V represents the safe speed of the current train at the moment; a0 represents the preset brake speed, which is usually the worst brake speed of the current train; z represents a ranging result.
And when the distance measurement result Z is smaller than the safe distance Z0 between the two vehicles, the data processing and analyzing module generates an acousto-optic alarm control signal for prompting the driver to manually decelerate or brake. When the distance measurement result Z is larger than the two-vehicle safe distance Z0, the vehicle is driven according to the calculated safe speed V, and the danger is relieved.
2. The track being shaped as a curve
When the current train is used for processing the curve, the distance corresponding to the three laser range finders can be changed, and the change modes are different according to the difference of the curve. The right curve will be explained by way of example
1) Single-track bend
(1) Tunnel inner bend
When the current train is in the tunnel, including then get into bend, bend in and be about to go out the bend three kinds of circumstances, under these three kinds of circumstances, current train all moves ahead along the bend tangent line, and the range finding mode is the same under all three kinds of circumstances. And if the distance between each laser range finder and the front barrier is sequentially increased according to the direction of the curve where the current train is located, taking the minimum distance as a distance measurement result Z.
As shown in fig. 7, when the current train just enters a curve, the distance measurement data corresponding to the three laser distance meters are inconsistent due to the influence of the tunnel wall. The distance corresponding to the laser range finder A is A-A1, the distance corresponding to the laser range finder B is B-B1, the distance corresponding to the laser range finder C is C-C1, and the lengths of the distances are increased in sequence. Namely, the distance a-a1 is the ranging result Z in the present period. As shown in FIG. 8, the distance A-A1 may be calculated by the following equation:
wherein Z represents the length of the distance A-A1; r represents the curvature of the current curve, namely the curve radius of the current train; AO represents the distance from the laser range finder A to the center of the curve.
As shown in fig. 7 and 8, when there is no train ahead of the current train, the distance a-a1 is theoretically constant with the minimum distance a-a1 of the three laser rangefinders as the ranging result Z, i.e., just entering a curve, in a curve, and about to exit a curve. At this time, the safe speed V of the current train is calculated by the preset braking speed and the distance Z, namely the distance A-A1. If the safe speed V is greater than or equal to the tunnel speed maximum V0, the vehicle travels at the tunnel speed maximum V0, and otherwise travels at the safe speed V.
When a train exists in front of the current train, the current train enters a curve from a straight road, as shown in fig. 9, the front train starts to shield laser pulses on the right side of the current train, namely laser pulses emitted by a laser range finder C, wherein A-A1 is less than B-B1, and C-C1 is less than B-B1; when two vehicles approach, as shown in FIG. 10, the front train blocks the laser pulses emitted by the laser rangefinders C and B, at which time A-A1< B-B1 and C-C1< B-B1; when the two cars approach further, as shown in FIG. 11, the front train blocks the laser pulses emitted by laser rangefinders C, B and A, when A-A1> B-B1> C-C1. As shown in fig. 12, when the front train is in a curve, the front train blocks the laser pulses emitted by laser rangefinders C, B and a.
According to the four situations, the distance measurement results Z are the minimum distance values when the distance measurement distances corresponding to the three laser distance measuring instruments are not sequentially increased along the curve direction (sequentially increased means that A-A1< B-B1< C-C1). And then the data processing and analyzing module continuously calculates the safe speed V of the current train, compares the safe speed V with the highest speed value V0 of the tunnel, if the safe speed V is high, the current train runs at the highest speed value V0 of the tunnel, otherwise, the current train runs at the safe speed V.
(2) Tunnel outer bend
When the current train operates outside the tunnel in an open area curve, the laser ranging mode is different from that in the tunnel due to the fact that no tunnel wall shields the train.
If each laser range finder does not obtain a range finding result, that is, when there is no obstacle in front of the current train, the current train runs at the safe speed of the curve where the current train is located, which is the same as the calculation method of the single-track curve, please refer to the above. If at least one laser distance measuring instrument obtains the distance between the at least one laser distance measuring instrument and the front obstacle, the minimum value of the distances is used as the distance measuring result Z. And then calculating the safety speed V of the current train according to the preset braking speed a0 and the distance measurement result Z. And the data processing and analyzing module compares the safe speed V with the speed highest value V0 of the curve, if the safe speed V is high, the current train runs at the speed highest value V0 of the curve, otherwise, the train runs at the safe speed V.
As shown in fig. 11 and 12, the distance between each laser range finder and the obstacle ahead decreases in sequence according to the direction of the curve where the current train is located, and the minimum distance is taken as the ranging result, that is, the distance C-C1 is minimum when there is a train ahead of the current train. Then, the data processing and analyzing module calculates the safe speed V according to the above, please refer to the above, which is not described herein again.
2) The multi-track curved road takes a double track as an example.
(1) When the train is not in the lane and the train is in the lane, the minimum value of the distances between each laser range finder and the train in front is used as a distance measurement result Z. Then, the data processing and analyzing module calculates the safe speed V according to the above, please refer to the above, which is not described herein again.
(2) If there is a train on the adjacent track and there is a train on the local track, as shown in fig. 13, the minimum distance to the train in front of the local track is used as the distance measurement result Z. Then, the data processing and analyzing module calculates the safe speed V according to the above, please refer to the above, which is not described herein again.
(3) If there is a vehicle on the adjacent lane and there is no vehicle on the current lane, the minimum value of all the distances is used as the distance measurement result Z. Then, the data processing and analyzing module calculates the safe speed V according to the above, please refer to the above, which is not described herein again.
Under various conditions, when the distance measurement result Z is smaller than the safe distance between the two vehicles, the data processing and analyzing module generates an acousto-optic alarm control signal.
Optionally, when the sound-light alarm module receives the sound-light alarm control signal, a sound-light alarm is performed to prompt a driver to decelerate or brake by a man-machine, so that the occurrence of a collision rear-end accident is avoided.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention, and they should be construed as being included in the following claims and description.
Claims (7)
1. The train protection method based on laser detection is characterized in that the method is realized by adopting a train protection system based on laser detection, and the train protection system based on laser detection comprises the following steps: the system comprises a laser sensor module, an electronic map positioning module, an information acquisition and storage module and a data processing and analysis module; wherein,
the laser sensor module comprises at least two laser range finders, is arranged at the head position of the current train and is used for transmitting laser pulses to the front of the current train and receiving echo pulse information;
the electronic map positioning module is used for acquiring the current position of the current train and inquiring whether the current train is in a curve or not and curve curvature information when the current train is in the curve in an electronic map according to the current position;
the information acquisition and storage module is connected with the laser sensor module and is used for acquiring and storing echo pulse information received by the laser sensor module in real time;
the data processing and analyzing module is respectively connected with the laser sensor module, the electronic map positioning module and the information acquisition and storage module, and is used for acquiring distance measurement data according to the echo pulse information, acquiring a safe speed V of the current train in combination with the current position and/or curve curvature information of the current train, and adjusting the running speed of the current train according to the safe speed V;
wherein the method comprises the following steps:
the laser sensor module transmits laser pulses to the front of the train and receives echo pulse information;
the method comprises the steps that an electronic map positioning module obtains the current position of a current train, and inquires whether the current train is in a curve or not and curve curvature information when the current train is in the curve or not in an electronic map according to the current position;
the data processing and analyzing module acquires distance measuring data according to the echo pulse information, acquires a safe speed V of the current train in running by combining the current position of the current train and/or curve curvature information, and adjusts the running speed of the current train according to the safe speed V;
the step that the data processing and analyzing module combines the current position of the current train and/or the curve curvature information to obtain the safe speed V of the current train comprises the following steps:
inquiring whether the current train is in a curve or not in an electronic map according to the current position;
if so, acquiring curvature information of the curve and a speed highest value V0 corresponding to the curve;
selecting the minimum ranging value from all ranging data as a ranging result;
acquiring the safe speed V of the current train running according to the ranging result;
judging whether the safe speed V is greater than the speed highest value V0, if so, replacing the speed highest value V0 with the safe speed of the current train;
wherein the curve includes: the tunnel inner bend and the tunnel outer bend.
2. The train protection method according to claim 1, further comprising:
and the sound-light alarm module starts sound-light alarm when receiving the sound-light alarm control signal generated by the data processing and analyzing module.
3. The train protection method according to claim 1 or 2, wherein after the step of obtaining ranging data according to the echo pulse information by the data processing and analyzing module, the method further comprises:
judging whether the distance measurement data is an effective value or not, if so, executing a step of acquiring the safe speed V of the current train running according to the distance measurement data and the position information;
if not, the train runs at the current running speed in a straight running state without the train in front of the train, or runs at the speed highest value V0 of the curve when the train runs at the curve in a running state without the train.
4. The train protection method according to claim 1 or 2, wherein after the step of obtaining ranging data according to the echo pulse information by the data processing and analyzing module, the method further comprises:
comparing the ranging data with a preset minimum safe distance;
and if the distance measurement data is smaller than the minimum safe distance, sending an acousto-optic alarm control signal for alarming to an acousto-optic alarm module.
5. The train protection method according to claim 1 or 2, wherein after the step of obtaining ranging data according to the echo pulse information by the data processing and analyzing module, the method further comprises: and the information acquisition and storage module stores the ranging data.
6. The train protection method according to claim 1, wherein the train protection system based on laser detection further comprises an acousto-optic alarm module connected to the data processing and analyzing module, and the acousto-optic alarm module is used for giving an alarm in an acousto-optic manner when the data processing and analyzing module generates an acousto-optic alarm control signal.
7. The train protection method according to claim 1 or 6, wherein the laser sensor module comprises three laser rangefinders; the three laser range finders are installed in the locomotive area of the current train, and the axes of the three laser range finders are parallel.
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| CN110716573B (en) * | 2019-11-01 | 2023-06-06 | 中铁轨道交通装备有限公司 | Intelligent bending system of tramcar and control method thereof |
| CN113465954B (en) * | 2020-03-30 | 2022-10-18 | 比亚迪股份有限公司 | Method, device and equipment for detecting train wheel steering and storage medium |
| WO2021226786A1 (en) * | 2020-05-11 | 2021-11-18 | Mtr Corporation Limited | On-board systems for trains and methods of determining safe speeds and locations of trains |
| CN111762236B (en) * | 2020-06-29 | 2022-05-10 | 交控科技股份有限公司 | Rail transit train positioning method, device and system |
| CN112033395B (en) * | 2020-09-08 | 2022-05-10 | 广东博智林机器人有限公司 | Mobile platform positioning method and device, electronic equipment and storage medium |
| CN114537476A (en) * | 2020-11-26 | 2022-05-27 | 比亚迪股份有限公司 | Train anti-collision processing method, device and system |
| CN112631302B (en) * | 2020-12-25 | 2024-04-19 | 珠海格力智能装备有限公司 | Method and device for controlling collision avoidance system of guided vehicle |
| CN114397672A (en) * | 2021-12-14 | 2022-04-26 | 卡斯柯信号有限公司 | Train active obstacle detection method and device based on positioning technology |
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Inventor after: Yu Zujun Inventor after: Wang Wei Inventor after: Zhang Jianming Inventor before: Wang Wei Inventor before: Zhang Jianming |