Rail transit vehicle cross-sectional profile detection system, detection method and device

Abstract

The present application provides a detection system, detection method and device for the cross-sectional profile of a rail transit vehicle, the detection system comprising: a target clearance gate set at a target detection position, a predetermined number of scanning devices set on the target clearance gate at predetermined intervals, a processing device and a digital signal synchronization trigger; the processing device is used to obtain the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device in real time through each scanning device, and based on the dynamic three-dimensional device coordinate value of each detection point, draw the cross-sectional profile of the target vehicle at the moment of passing through the target clearance gate in a predefined three-dimensional reference coordinate system. Through the detection system, detection method and device, the cross-sectional profile of the determined rail transit vehicle can be made more accurate.

Description

Technical Field

[0001] The present application relates to the field of vehicle detection technology, and in particular to a detection system, method and device for the cross-sectional profile of a rail transit vehicle. Background Art

[0002] The cross-sectional profile of a rail transit vehicle refers to the projection of the external profile of a certain cross-section of the vehicle on a two-dimensional plane at a certain moment when the rail transit vehicle is running. By comparing the cross-sectional profile of the rail transit vehicle with the static limit, it can be known whether the cross-sectional profile of the rail transit vehicle exceeds the static limit, so as to perform subsequent processing on the rail transit vehicle.

[0003] At present, the detection scheme of the cross-sectional profile of rail transit vehicles in the prior art generally sets a laser detector on a horizontal plane, obtains the reference coordinate values ​​of each point on the external profile of the target vehicle in the reference coordinate system through the laser detector, and draws the cross-sectional profile of the target vehicle according to the reference coordinate values ​​of each point. However, in this scheme in the prior art, the reference coordinate values ​​of each point on the cross-sectional profile of the target vehicle obtained by the laser detector are not accurate enough, resulting in the cross-sectional profile of the drawn target vehicle not being accurate enough, which affects the subsequent judgment of the relationship between the cross-sectional profile of the vehicle and the static limit. Summary of the invention

[0004] In view of this, the purpose of the present application is to provide a detection system, a detection method and a device for the cross-sectional profile of a rail transit vehicle, which can make the determined cross-sectional profile of the rail transit vehicle more accurate.

[0005] In a first aspect, an embodiment of the present application provides a system for detecting a cross-sectional profile of a rail transit vehicle, the detection system comprising:

[0006] A target clearance gate disposed at a target detection position, a predetermined number of scanning devices, processing devices and digital signal synchronization triggers disposed on the target clearance gate at predetermined intervals;

[0007] The predetermined number of scanning devices are respectively connected to the processor in communication; the digital signal synchronization trigger is connected to the predetermined number of scanning devices in communication, and is used to synchronize the predetermined number of scanning devices;

[0008] Each scanning device in the predetermined number of scanning devices is used to scan in real time corresponding detection points on the cross-sectional profile of the target vehicle when the target vehicle passes through the target limiting door, and obtain a dynamic three-dimensional device coordinate value of each detection point in the three-dimensional device coordinate system of the scanning device;

[0009] The processing device is used to obtain in real time through each scanning device the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device, and based on the dynamic three-dimensional device coordinate value of each detection point, draw the cross-sectional profile of the target vehicle at the moment it passes through the target limit gate in a predefined three-dimensional reference coordinate system.

[0010] In a second aspect, an embodiment of the present application provides a method for detecting a cross-sectional profile of a rail transit vehicle, the detection method comprising:

[0011] Acquire, in real time through each scanning device, a dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device;

[0012] For each detection point, based on the dynamic three-dimensional device coordinate value, a predetermined rotation matrix and a translation matrix, determine the dynamic three-dimensional reference coordinate value of the dynamic three-dimensional device coordinate value of the detection point in a predefined three-dimensional reference coordinate system;

[0013] Based on the dynamic three-dimensional reference coordinate value of each detection point, a cross-sectional profile of the target vehicle at the time of passing through the target limit gate is drawn in the three-dimensional reference coordinate system.

[0014] Optionally, the predefined reference coordinate system takes the intersection of the cross section of the target vehicle and the track centerline as the coordinate origin, the vertical upward direction of the coordinate origin as the Y axis, the forward direction of the track centerline along the coordinate origin in the upper track surface as the Z axis, and the rightward direction of the track centerline perpendicular to the coordinate origin in the upper track surface as the X axis;

[0015] Wherein, the track center line is a straight line passing through the center points of the two rails and parallel to the two rails; the upper rail surface is a plane formed by the upper parts of the two rails.

[0016] Optionally, the step of determining the rotation matrix and the translation matrix comprises:

[0017] Acquire, by each scanning device, a static three-dimensional device coordinate value of each detection point corresponding to the scanning device on at least one cross-sectional profile of the target vehicle in a static state in a three-dimensional device coordinate system;

[0018] Obtaining, by means of a static calibration device, a static three-dimensional reference coordinate value of each detection point on the at least one cross-sectional profile of the target vehicle in a static state in a three-dimensional reference coordinate system;

[0019] Based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point, the rotation matrix and the translation matrix are determined by using the least square method.

[0020] Optionally, based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point, the rotation matrix and the translation matrix are determined using the following formula:

[0021]

[0022] Among them, R is the rotation matrix; T is the translation matrix; P K is the static 3D device coordinate value of the Kth detection point; Q K is the static three-dimensional reference coordinate value of the Kth detection point; i is the number of detection points; E(R, T) is the target equation about the rotation matrix R and the translation matrix T.

[0023] Optionally, for each detection point, based on the dynamic three-dimensional device coordinate value, a predetermined rotation matrix and a translation matrix, the following formula is used to determine the dynamic three-dimensional device coordinate value of the detection point in a predefined three-dimensional reference coordinate system:

[0024] P = RU + T;

[0025] Among them, U is the dynamic three-dimensional device coordinate value of the detection point in the three-dimensional device coordinate system; P is the dynamic three-dimensional reference coordinate value of the detection point in the three-dimensional reference coordinate system.

[0026] Optionally, after obtaining the cross-sectional profile of the target vehicle at the time when the target vehicle passes through the target clearance door, the detection method further includes:

[0027] Comparing the cross-sectional profile with a standard value of the vehicle limit to determine a comparison result;

[0028] If the comparison result shows that the profile of the cross section exceeds the standard value, an over-limit warning is issued.

[0029] In a third aspect, an embodiment of the present application provides a device for detecting a cross-sectional profile of a rail transit vehicle, the detection device comprising:

[0030] An acquisition module, used for acquiring, in real time through each scanning device, a dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device;

[0031] A coordinate conversion module, for determining, for each detection point, a dynamic three-dimensional device coordinate value of the detection point in a predefined three-dimensional reference coordinate system based on the dynamic three-dimensional device coordinate value, a predefined rotation matrix and a translation matrix;

[0032] The drawing module is used to draw the cross-sectional profile of the target vehicle at the time of passing through the target limit gate in the three-dimensional reference coordinate system based on the dynamic three-dimensional reference coordinate value of each detection point.

[0033] In a fourth aspect, an embodiment of the present application provides a processing device, comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and the machine-readable instructions are executed by the processor when running, such as the steps of the above-mentioned method for detecting the cross-sectional profile of a rail transit vehicle.

[0034] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the above-mentioned method for detecting the cross-sectional profile of a rail transit vehicle are executed.

[0035] The embodiment of the present application provides a detection system, detection method and device for the cross-sectional profile of a rail transit vehicle. A predetermined number of scanning devices are set on the target clearance gate at predetermined intervals. The dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device is obtained in real time from each scanning device, and based on the dynamic three-dimensional device coordinate value of each detection point, the cross-sectional profile of the target vehicle at the time of passing through the target clearance gate is drawn in a predefined three-dimensional reference coordinate system. Compared with the method in the prior art, the cross-sectional profile of the rail transit vehicle can be determined more accurately.

[0036] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0038] Figure 1 A schematic structural diagram of a rail transit vehicle cross-sectional profile detection system provided by an exemplary embodiment of the present application is shown;

[0039] Figure 2 A flow chart showing a method for detecting a cross-sectional profile of a rail transit vehicle provided by an exemplary embodiment of the present application is shown;

[0040] Figure 3 A schematic diagram of a predefined reference coordinate system provided by an exemplary embodiment of the present application is shown;

[0041] Figure 4 A schematic structural diagram of a device for detecting a cross-sectional profile of a rail transit vehicle provided by an exemplary embodiment of the present application is shown;

[0042] Figure 5 A schematic structural diagram of an electronic device provided by an exemplary embodiment of the present application is shown. DETAILED DESCRIPTION

[0043] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application usually described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, each other embodiment obtained by those skilled in the art without making creative work belongs to the scope of protection of the present application.

[0044] At present, the detection scheme of the cross-sectional profile of rail transit vehicles in the prior art generally sets a laser detector on a horizontal plane, obtains the reference coordinate values ​​of each point on the external profile of the target vehicle in the reference coordinate system through the laser detector, and draws the cross-sectional profile of the target vehicle according to the reference coordinate values ​​of each point. However, in this scheme in the prior art, the reference coordinate values ​​of each point on the cross-sectional profile of the target vehicle obtained by the laser detector are not accurate enough, resulting in the cross-sectional profile of the drawn target vehicle not being accurate enough, which affects the subsequent judgment of the relationship between the cross-sectional profile of the vehicle and the static limit.

[0045] Based on this, the embodiments of the present application provide a system, method and device for detecting the cross-sectional profile of a rail transit vehicle, which can make the determined cross-sectional profile of the rail transit vehicle more accurate.

[0046] It should be noted that the rail transit vehicles mentioned above refer to vehicles that can run on tracks, such as subways, trains and light rails.

[0047] Next, a system for detecting the cross-sectional profile of a rail transit vehicle provided by an exemplary embodiment of the present application will be introduced.

[0048] See also Figure 1 , Figure 1 A schematic structural diagram of a rail transit vehicle cross-sectional profile detection system provided for an exemplary embodiment of the present application.

[0049] like Figure 1 As shown in , a detection system for the cross-sectional profile of a rail transit vehicle provided by an exemplary embodiment of the present application may include: a target limit gate 10 set at a target detection position, a predetermined number of scanning devices M1-Mn set on the target limit gate 10 at predetermined intervals, a processing device 20, and a digital signal synchronization trigger 30. Here, the predetermined interval is set according to actual needs. Here, preferably, the predetermined number n is 14.

[0050] The predetermined number of scanning devices are respectively connected to the processor in communication; for example, scanning device M1 is connected to the processing device, scanning device M2 is connected to the processing device, and scanning device Mn is connected to the processing device. The digital signal synchronization trigger is connected to the predetermined number of scanning devices in communication, and is used to synchronize the predetermined number of scanning devices; for example, the digital signal synchronization trigger is connected to the scanning device M1 in communication, the digital signal synchronization trigger is connected to the scanning device M2 in communication, and the digital signal synchronization trigger is connected to the scanning device Mn in communication. As an example, the scanning device may be a laser sensor.

[0051] Each scanning device among the predetermined number of scanning devices is used to scan the corresponding detection points on the cross-sectional contour of the target vehicle when the target vehicle passes through the target limit gate in real time, and obtain the dynamic three-dimensional device coordinate value of each of the corresponding detection points in the three-dimensional device coordinate system of the scanning device.

[0052] As an example, the detection points corresponding to the scanning device M1 may be all the points in the corresponding area on the cross-sectional profile that can be scanned by the scanning device.

[0053] As an example, the scanning device may be a laser camera sensor.

[0054] Here, the three-dimensional device coordinate system of the scanning device is the coordinate system of the scanning device itself, that is, the camera coordinate system. As an example, the three-dimensional device coordinate system can take the geometric center of the camera lens of the scanning device as the coordinate origin, the optical axis of the camera lens as the Z axis, the horizontal axis to the right of the coordinate origin as the horizontal axis X, and the vertical axis Y from the coordinate origin upward.

[0055] The processing device is used to obtain in real time through each scanning device the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device, and based on the dynamic three-dimensional device coordinate value of each detection point, draw the cross-sectional profile of the target vehicle at the moment it passes through the target limit gate in a predefined three-dimensional reference coordinate system.

[0056] The detection system for the cross-sectional profile of a rail transit vehicle provided by the exemplary embodiment of the present application sets a predetermined number of scanning devices on the target clearance gate at predetermined intervals, obtains the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device in real time from each scanning device, and draws the cross-sectional profile of the target vehicle at the moment of passing through the target clearance gate in a predefined three-dimensional reference coordinate system based on the dynamic three-dimensional device coordinate value of each detection point. Compared with the method in the prior art, the cross-sectional profile of the rail transit vehicle can be determined more accurately.

[0057] Next, we will combine Figure 2 A method for detecting the cross-sectional profile of a rail transit vehicle that can be executed by the above-mentioned processing equipment is introduced in detail.

[0058] See also Figure 2 , Figure 2 A flow chart of a method for detecting a cross-sectional profile of a rail transit vehicle provided by an exemplary embodiment of the present application is shown.

[0059] like Figure 2 As shown, a method for detecting a cross-sectional profile of a rail transit vehicle provided by an exemplary embodiment of the present application includes:

[0060] S101. Acquire, through each scanning device, in real time, the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device.

[0061] S102 . For each detection point, based on the dynamic 3D device coordinate value, a predetermined rotation matrix and a predetermined translation matrix, determine the dynamic 3D reference coordinate value of the dynamic 3D device coordinate value of the detection point in a predefined 3D reference coordinate system.

[0062] See also Figure 3 , Figure 3 A schematic diagram of a predefined reference coordinate system provided by an exemplary embodiment of the present application is shown.

[0063] like Figure 3As shown, the predefined reference coordinate system takes the intersection of the cross section of the target vehicle and the track centerline as the coordinate origin O, the vertical upward direction of the coordinate origin O as the Y-axis, the forward direction of the track centerline along the coordinate origin O in the upper track surface as the Z-axis, and the right direction of the track centerline perpendicular to the coordinate origin O in the upper track surface as the X-axis.

[0064] Here, the track center line is a straight line passing through the center point O of the two rails and parallel to the two rails; the upper rail surface is a plane formed by the upper parts of the two rails.

[0065] Specifically, in step S102, the step of determining the rotation matrix and the translation matrix includes steps S201 to S203:

[0066] S201. Obtain, through each scanning device, a static three-dimensional device coordinate value of each detection point corresponding to the scanning device on at least one cross-sectional profile of the target vehicle in a static state in a three-dimensional device coordinate system.

[0067] In this step, when the target vehicle is stationary under the target limit gate, each scanning device can be used to obtain the static three-dimensional device coordinate value of each detection point on the cross-sectional contour currently under the target limit gate corresponding to the scanning device in the three-dimensional device coordinate system, and then the target vehicle is moved forward and then stationary, and each scanning device is used again to obtain the static three-dimensional device coordinate value of each detection point on the cross-sectional contour currently under the target limit gate corresponding to the scanning device in the three-dimensional device coordinate system, and so on to obtain the static three-dimensional device coordinate value of each detection point on at least one cross-sectional contour of the target vehicle in a static state in the three-dimensional device coordinate system.

[0068] S202: Obtain, by means of a static calibration device, a static three-dimensional reference coordinate value of each detection point on the at least one cross-sectional profile of the target vehicle in a static state in a three-dimensional reference coordinate system.

[0069] As an example, the static calibration device may be a total station.

[0070] Here, each detection point on the at least one cross-sectional profile to be acquired by the static calibration device corresponds to each detection point on the at least one cross-sectional profile acquired in step S201. For example, if the detection point on the cross-sectional profile at a predetermined position on the vehicle body is acquired in step S201, then the detection point on the at least one cross-sectional profile to be acquired by the static calibration device is also the detection point on the cross-sectional profile at the predetermined position on the vehicle body.

[0071] S203: Determine the rotation matrix and the translation matrix using a least squares method based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point.

[0072] For example, in step S203, the rotation matrix and the translation matrix may be determined based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point using the following formula:

[0073]

[0074] Among them, R is the rotation matrix; T is the translation matrix; P K is the static 3D device coordinate value of the Kth detection point; Q K is the static three-dimensional reference coordinate value of the Kth detection point; i is the number of detection points; E(R, T) is the target equation about the rotation matrix R and the translation matrix T.

[0075] Here, according to the principle of least square method, the above formula can be considered as finding the values ​​of the corresponding rotation matrix R and translation matrix T when the target equation: E(R, T) takes the minimum value.

[0076] Please continue reading Figure 2 Specifically, in step S102, for each detection point, based on the dynamic three-dimensional device coordinate value, the predetermined rotation matrix and the translation matrix, the dynamic three-dimensional device coordinate value of the detection point in the predefined three-dimensional reference coordinate system is determined using the following formula:

[0077] P = RU + T;

[0078] Among them, U is the dynamic three-dimensional device coordinate value of the detection point in the three-dimensional device coordinate system; P is the dynamic three-dimensional reference coordinate value of the detection point in the three-dimensional reference coordinate system.

[0079] Next, the principle of determining the dynamic 3D device coordinate value of each detection point in a predefined 3D reference coordinate system based on the dynamic 3D device coordinate value, the pre-determined rotation matrix and the translation matrix will be introduced.

[0080] Assume that for any detection point, the dynamic 3D device coordinate value of the detection point is: (U, V, X), and the rotation angles required to transform the detection point from the 3D device coordinate system to the 3D reference coordinate system are α, β, and θ in each direction, and the displacements required to translate in each direction are x′, y′, and z′, respectively. Then, the transformation relationship for transforming the detection point from the 3D device coordinate system to the 3D reference coordinate system is:

[0081]

[0082] In the above transformation relationship: [UVW]T is the dynamic 3D device coordinate value of the detection point in the 3D device coordinate system, [XYZ] T is the dynamic three-dimensional reference coordinate value of the detection point in the three-dimensional reference coordinate system;

[0083] From the above transformation relationship, we can get:

[0084]

[0085] That is, P=RU+T.

[0086] S103 . Based on the dynamic three-dimensional reference coordinate value of each detection point, draw a cross-sectional profile of the target vehicle at the moment when the target vehicle passes through the target limit gate in the three-dimensional reference coordinate system.

[0087] As an example, after the dynamic three-dimensional reference coordinate value of each detection point is determined in step S102, in this step, the cross-sectional profile of the target vehicle at the moment it passes through the target limit gate can be drawn along the line connecting the dynamic three-dimensional reference coordinate values ​​of each detection point in the three-dimensional reference coordinate system.

[0088] In addition, as an example, after obtaining the cross-sectional profile of the target vehicle when it passes through the target limit gate, the cross-sectional profile can be compared with the standard value of the vehicle limit to determine the comparison result; if the comparison result is that the cross-sectional profile exceeds the standard value, an over-limit warning is issued.

[0089] The detection method of the cross-sectional profile of a rail transit vehicle provided in the embodiment of the present application sets a predetermined number of scanning devices on the target clearance gate at predetermined intervals, obtains the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device in real time from each scanning device, and draws the cross-sectional profile of the target vehicle at the moment of passing through the target clearance gate in a predefined three-dimensional reference coordinate system based on the dynamic three-dimensional device coordinate value of each detection point. Compared with the method in the prior art, the cross-sectional profile of the rail transit vehicle can be determined more accurately.

[0090] See also Figure 4 , Figure 4 A schematic structural diagram of a device for detecting the cross-sectional profile of a rail transit vehicle provided by an exemplary embodiment of the present application is shown.

[0091] like Figure 4 As shown, the detection device 400 includes:

[0092] An acquisition module 401 is used to acquire, in real time through each scanning device, a dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device;

[0093] A coordinate conversion module 402 is used to determine, for each detection point, a dynamic three-dimensional device coordinate value of the detection point in a predefined three-dimensional reference coordinate system based on the dynamic three-dimensional device coordinate value, a predefined rotation matrix and a translation matrix;

[0094] The drawing module 403 is used to draw the cross-sectional profile of the target vehicle at the time of passing through the target limit gate in the three-dimensional reference coordinate system based on the dynamic three-dimensional reference coordinate value of each detection point.

[0095] In a possible implementation manner, the predefined reference coordinate system takes the intersection of the cross section of the target vehicle and the track centerline as the coordinate origin, takes the vertical upward direction of the coordinate origin as the Y axis, takes the forward direction of the track centerline along the coordinate origin in the upper track surface as the Z axis, and takes the right direction of the track centerline perpendicular to the coordinate origin in the upper track surface as the X axis;

[0096] Wherein, the track center line is a straight line passing through the center points of the two rails and parallel to the two rails; the upper rail surface is a plane formed by the upper parts of the two rails.

[0097] In a possible implementation, the detection device 400 further includes a calibration module 404, and the calibration module 404 is used to:

[0098] Acquire, by each scanning device, a static three-dimensional device coordinate value of each detection point corresponding to the scanning device on at least one cross-sectional profile of the target vehicle in a static state in a three-dimensional device coordinate system;

[0099] Obtaining, by means of a static calibration device, a static three-dimensional reference coordinate value of each detection point on the at least one cross-sectional profile of the target vehicle in a static state in a three-dimensional reference coordinate system;

[0100] Based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point, the rotation matrix and the translation matrix are determined by using the least square method.

[0101] In a possible implementation, the calibration module 404 is specifically used to:

[0102] Based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point, the rotation matrix and the translation matrix are determined using the following formula:

[0103]

[0104] Among them, R is the rotation matrix; T is the translation matrix; P K is the static 3D device coordinate value of the Kth detection point; Q K is the static three-dimensional reference coordinate value of the Kth detection point; i is the number of detection points; E(R, T) is the target equation about the rotation matrix R and the translation matrix T.

[0105] In a possible implementation, the drawing module 403 is used to:

[0106] For each detection point, based on the dynamic 3D device coordinate value, the predetermined rotation matrix and the translation matrix, the dynamic 3D device coordinate value of the detection point in the predefined 3D reference coordinate system is determined using the following formula:

[0107] P = RU + T;

[0108] Among them, U is the dynamic three-dimensional device coordinate value of the detection point in the three-dimensional device coordinate system; P is the dynamic three-dimensional reference coordinate value of the detection point in the three-dimensional reference coordinate system.

[0109] In a possible implementation manner, the detection device 400 further includes an alarm module 405 (not shown in the figure), and the alarm module 405 is used to:

[0110] After obtaining the cross-sectional profile of the target vehicle at the time when it passes through the target clearance door, comparing the cross-sectional profile with the standard value of the vehicle clearance to determine the comparison result;

[0111] If the comparison result shows that the profile of the cross section exceeds the standard value, an over-limit warning is issued.

[0112] The detection device for the cross-sectional profile of a rail transit vehicle provided in the embodiment of the present application sets a predetermined number of scanning devices on the target clearance gate at predetermined intervals, obtains the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device in real time from each scanning device, and draws the cross-sectional profile of the target vehicle at the moment of passing through the target clearance gate in a predefined three-dimensional reference coordinate system based on the dynamic three-dimensional device coordinate value of each detection point. Compared with the method in the prior art, the cross-sectional profile of the rail transit vehicle can be determined more accurately.

[0113] See also Figure 5 , Figure 5 This is a schematic diagram of the structure of a processing device provided in an embodiment of the present application. Figure 5 As shown in , the processing device 500 includes a processor 510 , a memory 520 and a bus 530 .

[0114] The memory 520 stores machine-readable instructions executable by the processor 510. When the processing device 500 is running, the processor 510 communicates with the memory 520 through the bus 530. When the machine-readable instructions are executed by the processor 510, the steps of the above-mentioned method for detecting the cross-sectional profile of a rail transit vehicle can be executed. The specific implementation method can be found in the method embodiment, which will not be repeated here.

[0115] An embodiment of the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned method for detecting the cross-sectional profile of a rail transit vehicle can be executed. The specific implementation method can be found in the method embodiment, which will not be repeated here.

[0116] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0117] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0118] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0119] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0120] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that is executable by a processor. Based on this understanding, the technical solution of the present application can essentially be embodied in the form of a software product, or in other words, the part that contributes to the prior art or the part of the technical solution. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0121] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present application, which are used to illustrate the technical solutions of the present application, rather than to limit them. The protection scope of the present application is not limited thereto. Although the present application is described in detail with reference to the above-mentioned embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the above-mentioned embodiments within the technical scope disclosed in the present application, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for detecting the cross-sectional profile of a rail transit vehicle, characterized in that: The detection method comprises: Acquire, in real time through each scanning device, a dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device; For each detection point, based on the dynamic three-dimensional device coordinate value, a predetermined rotation matrix and a translation matrix, determine the dynamic three-dimensional reference coordinate value of the dynamic three-dimensional device coordinate value of the detection point in a predefined three-dimensional reference coordinate system; Based on the dynamic three-dimensional reference coordinate value of each detection point, a cross-sectional profile of the target vehicle at the time of passing through the target clearance gate is drawn in the three-dimensional reference coordinate system; The predefined reference coordinate system takes the intersection of the cross section of the target vehicle and the track centerline as the coordinate origin, the vertical upward direction of the coordinate origin as the Y axis, the forward direction of the track centerline along the coordinate origin in the upper track surface as the Z axis, and the rightward direction of the track centerline perpendicular to the coordinate origin in the upper track surface as the X axis; Wherein, the track centerline is a straight line passing through the center points of the two tracks and parallel to the two tracks; the upper track surface is a plane formed by the upper parts of the two tracks; The steps of determining the rotation matrix and the translation matrix include: Acquire, by each scanning device, a static three-dimensional device coordinate value of each detection point corresponding to the scanning device on at least one cross-sectional profile of the target vehicle in a static state in a three-dimensional device coordinate system; Obtaining, by means of a static calibration device, a static three-dimensional reference coordinate value of each detection point on the at least one cross-sectional profile of the target vehicle in a static state in a three-dimensional reference coordinate system; Based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point, the rotation matrix and the translation matrix are determined by using the least square method; Based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point, the rotation matrix and the translation matrix are determined using the following formula: Among them, R is the rotation matrix; T is the translation matrix; is the static 3D device coordinate value of the Kth detection point; is the static three-dimensional reference coordinate value of the Kth detection point; i is the number of detection points; is the target equation with respect to the rotation matrix R and the translation matrix T.

2. The detection method according to claim 1, characterized in that: For each detection point, based on the dynamic 3D device coordinate value, the predetermined rotation matrix and the translation matrix, the dynamic 3D reference coordinate value of the dynamic 3D device coordinate value of the detection point in the predefined 3D reference coordinate system is determined using the following formula: Among them, U is the dynamic three-dimensional device coordinate value of the detection point in the three-dimensional device coordinate system; P is the dynamic three-dimensional reference coordinate value of the detection point in the three-dimensional reference coordinate system.

3. The detection method according to claim 1, characterized in that: After obtaining the cross-sectional profile of the target vehicle at the time when it passes through the target clearance door, the detection method further includes: Comparing the cross-sectional profile with a standard value of the vehicle limit to determine a comparison result; If the comparison result shows that the cross-sectional profile exceeds the standard value, an over-limit warning is issued.

4. A device for detecting the cross-sectional profile of a rail transit vehicle, characterized in that: The detection device comprises: An acquisition module, used for acquiring, through each scanning device, in real time, a dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device; A coordinate conversion module, for determining, for each detection point, a dynamic three-dimensional device coordinate value of the detection point in a predefined three-dimensional reference coordinate system based on the dynamic three-dimensional device coordinate value, a predefined rotation matrix and a translation matrix; A drawing module, for drawing a cross-sectional profile of the target vehicle at the time of passing through the target clearance gate in the three-dimensional reference coordinate system based on the dynamic three-dimensional reference coordinate value of each detection point; The predefined reference coordinate system takes the intersection of the cross section of the target vehicle and the track centerline as the coordinate origin, the vertical upward direction of the coordinate origin as the Y axis, the forward direction of the track centerline along the coordinate origin in the upper track surface as the Z axis, and the rightward direction of the track centerline perpendicular to the coordinate origin in the upper track surface as the X axis; Wherein, the track centerline is a straight line passing through the center points of the two tracks and parallel to the two tracks; the upper track surface is a plane formed by the upper parts of the two tracks; The detection device further comprises a calibration module, wherein the calibration module is used for: Acquire, by each scanning device, a static three-dimensional device coordinate value of each detection point corresponding to the scanning device on at least one cross-sectional profile of the target vehicle in a static state in a three-dimensional device coordinate system; Obtaining, by means of a static calibration device, a static three-dimensional reference coordinate value of each detection point on the at least one cross-sectional profile of the target vehicle in a static state in a three-dimensional reference coordinate system; Based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point, the rotation matrix and the translation matrix are determined by using the least square method; The calibration module is specifically used for: Based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point, the rotation matrix and the translation matrix are determined using the following formula: Among them, R is the rotation matrix; T is the translation matrix; is the static 3D device coordinate value of the Kth detection point; is the static three-dimensional reference coordinate value of the Kth detection point; i is the number of detection points; is the target equation with respect to the rotation matrix R and the translation matrix T.

5. A system for detecting the cross-sectional profile of a rail transit vehicle, characterized in that: The detection system comprises: a target clearance door arranged at a target detection position, a predetermined number of scanning devices arranged on the target clearance door at predetermined intervals, a processing device and a digital signal synchronization trigger; the processing device is used to execute the steps of the method for detecting the cross-sectional profile of a rail transit vehicle according to any one of claims 1 to 3; The predetermined number of scanning devices are respectively connected to the processing device for communication; the digital signal synchronization trigger is connected to the predetermined number of scanning devices for synchronizing the predetermined number of scanning devices; Each scanning device in the predetermined number of scanning devices is used to scan in real time corresponding detection points on the cross-sectional profile of the target vehicle when the target vehicle passes through the target limiting door, and obtain a dynamic three-dimensional device coordinate value of each detection point in the three-dimensional device coordinate system of the scanning device; The processing device is used to obtain in real time through each scanning device the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device, and based on the dynamic three-dimensional device coordinate value of each detection point, draw the cross-sectional profile of the target vehicle at the moment it passes through the target limit gate in a predefined three-dimensional reference coordinate system.

6. A processing device, characterized in that: include: A processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and the machine-readable instructions are executed by the processor to execute the steps of the method for detecting the cross-sectional profile of a rail transit vehicle as described in any one of claims 1 to 3.

7. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method for detecting the cross-sectional profile of a rail transit vehicle as claimed in any one of claims 1 to 3 are executed.

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