A trajectory planning method for a train follow-up device

Abstract

The application provides a track planning method of a train follower. The method comprises the following steps: connecting the train follower with a train danger perception instrument, determining the installation position of the train follower; acquiring the line slope angle, the line curve radius angle and the line curve superelevation angle in the train running process, and adjusting the posture angle of the train follower in real time according to the line slope angle, the line curve radius angle and the line curve superelevation angle; combining three-dimensional posture data to generate the posture data of the train follower, integrating the posture data of the train follower under the whole line according to the time and space sequence, and acquiring the running track of the train follower. The method can plan the following posture of the train follower in advance, conveniently and effectively provide the real-time optimal perception field for the train danger perception instrument in real time, improve the working efficiency and accuracy of the train danger perception instrument, and further ensure the train running safety.

Description

Technical Field

[0001] This invention relates to the field of intelligent sensing technology for trains, and in particular to a trajectory planning method for a train servo device. Background Technology

[0002] Railway accidents cause enormous losses to people's lives and property. These accidents are characterized by their high degree of randomness, tight processing time, and delayed information transmission, posing a severe challenge to railway safety.

[0003] To prevent accidents and improve railway safety, effective countermeasures must be taken. In response to natural disasters and foreign object intrusion into the safety clearance of high-speed railways, measures need to be implemented to enable trains to quickly and proactively detect danger and brake in a timely manner, further improving train safety, efficiency, and autonomous operation capabilities.

[0004] A train servo system is a device that uses components such as motors, sensors, and controllers to automatically rotate and tilt sensing instruments. Based on parameters such as train speed and static characteristics of the track, such as gradients and transition curves, it calculates the optimal pointing and field of view for the sensing instruments. By controlling the motor's speed and angle, it achieves dynamic adjustment of the sensing instruments, ensuring their efficient operation. The train servo system enables sensing instruments to automatically adjust their attitude and field of view according to the train's running posture and the track environment, allowing for the timely detection of potential hazards on the track and ensuring the effective operation of high-precision active sensing instruments on high-speed trains.

[0005] The development and application of high-speed rail sensing instruments and train servo devices are crucial for the safe operation of high-speed rail and a significant indicator of its intelligence and autonomy. They effectively improve the operational efficiency and safety of high-speed rail, providing a new technological means for the prevention and reduction of railway accidents, and creating more possibilities for the future development of high-speed rail. In the design of high-speed rail sensing instruments, in addition to considering their performance and accuracy, it is also necessary to consider their installation method and location with the train, as well as their coordination with the train's operating status.

[0006] During operation, trains encounter various complex track conditions, such as gradients, curves, tunnels, and bridges. These conditions can affect the performance of sensing instruments, preventing them from directly collecting information in a fixed direction. Therefore, how to capture the sensing field of view in real time and accurately under complex track conditions and operating conditions is a pressing problem that needs to be solved. Summary of the Invention

[0007] The embodiments of the present invention provide a trajectory planning method for a train servo device, so as to effectively provide the train hazard detection instrument with the optimal real-time sensing field of view, thereby ensuring the safety of train operation.

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

[0009] A trajectory planning method for a train servo device includes:

[0010] Connect the train servo device to the train hazard detection device to determine the installation position of the train servo device;

[0011] The train's track gradient angle, curve radius angle, and curve superelevation angle are acquired during train operation, and the attitude angle of the train servo device is adjusted in real time based on these parameters.

[0012] By combining three-dimensional attitude data, attitude data of the train servo device is generated. The attitude data of the train servo device under the entire line are integrated in spatiotemporal order to obtain the running trajectory of the train servo device.

[0013] Preferably, the step of connecting the train servo device to the train hazard detection instrument and determining the installation position of the train servo device includes:

[0014] Determine the train's route and collect static information about the route, including its length, width, gradient, curve radius, and superelevation parameters.

[0015] The train servo device is fixedly installed on the roof of the train head. An industrial control computer with a display interface is placed in the chassis inside the train. An inclination sensor is installed inside the train to monitor and compensate the attitude of the train servo device in real time.

[0016] The train follow-up device consists of a static platform and a moving platform. The static platform is connected to the top of the train, and the train hazard detection instrument is placed on the moving platform. A coordinate system is established with the B-xyz plane jointly established by the static platform and the top of the train as the reference and the P-xyz plane of the moving platform as the target. The y-axis of the train follow-up device is aligned with the center line of the top of the train.

[0017] Preferably, the step of acquiring the track gradient angle, track curve radius angle, and track curve superelevation angle during train operation, and adjusting the attitude angle of the train servo device in real time based on the track gradient angle, track curve radius angle, and track curve superelevation angle, includes:

[0018] A processor is installed in the train, which is connected to the tilt sensor. The processor stores the correspondence between the track gradient angle and the attitude angle of the train follower device, the correspondence between the track curve radius angle and the attitude angle of the train follower device, and the correspondence between the track curve superelevation angle and the attitude angle of the train follower device.

[0019] The processor calculates the track gradient angle, track curve radius angle, and track curve superelevation angle in real time during train operation. Based on the stored correspondence, it calculates the target attitude angle of the corresponding train servo device and transmits the target attitude angle to the tilt sensor in real time. The tilt sensor adjusts the attitude angle of the train servo device in real time based on the received target attitude angle.

[0020] Preferably, the correspondence between the track gradient angle and the attitude angle of the train servo device includes:

[0021] Assuming the gradient of the track the train travels is g, then the angle by which the train servo device needs to rotate around the x-axis is g.

[0022] The processor uses the following formula to calculate the line gradient angle g:

[0023]

[0024] Where Δh is the height difference, Δx is the horizontal distance, and the unit of slope is usually a percentage, which represents the change in height per 100 meters of horizontal distance.

[0025] Preferably, the correspondence between the curve radius angle and the attitude angle of the train servo device includes:

[0026] When the train travels on a circular curve, the formula for calculating the angle α of the train servo device's rotation around the z-axis is:

[0027] α=2arcsin(L / 2R) (2)

[0028] Where L is the length of the line curve and R is the radius of the line curve;

[0029] When the train passes through a transition curve, the formula for calculating the radius ψ of the transition curve is:

[0030]

[0031] The angle of rotation of the train follower device around the z-axis is α.

[0032] Preferably, the correspondence between the superelevation angle of the track curve and the attitude angle of the train servo device includes:

[0033] Let the superelevation angle of the curve the train passes through be γ, then the angle of rotation of the train servo device around the x-axis is γ;

[0034] The formula for the processor to calculate the superelevation angle of the circuit curve in real time is as follows:

[0035]

[0036] Among them, γ represents the superelevation angle of the line curve, h represents the superelevation, and s represents the rail center distance.

[0037] Preferably, the generation of the attitude data of the train follower device by combining the three-dimensional attitude data includes:

[0038] According to the train operation line, the line is divided into several segments, and the terrain features of each segment of the line include straight segments, uphill segments, downhill segments, and curve segments;

[0039] For each segment of the line, the processor calculates the target attitude angle of the train follower device;

[0040] According to the running speed v of the train m and the length s of the line, calculate the time for the train to pass through each segment of the line, that is, t;

[0041]

[0042] Assume that the time required for the train follower device to rotate from the current attitude angle to the target attitude angle is Δt, Δt < t. The train follower device completes following during the time when the train passes through this segment of the line and maintains the target attitude angle unchanged until it enters the next segment of the line. Record the target attitude angle and the corresponding time point as the attitude data of the train follower device.

[0043] Preferably, the generation of the attitude data of the train follower device by combining the three-dimensional attitude data and integrating the attitude data of the train follower device under the entire line in chronological order to obtain the running trajectory of the train follower device includes:

[0044] Arrange the attitude data of the train follower device in spatial order to obtain a sequence composed of attitude angles and time points, that is, {(θ i , α i , γ i , s i )}n i = 1, where n is the number of line segments, s i represents the serial number of the line segment, θ i represents the angle by which the train follower device rotates around the x-axis in the i-th line segment, α i represents the angle by which the train follower device rotates around the z-axis in the i-th line segment, γ i represents the angle by which the train follower device rotates around the y-axis in the i-th line segment;

[0045] According to the running speed of the train, calculate the position coordinates of the train, that is, (x i , y i , z i ), where x i is the coordinate of the train along the line direction, y i is the coordinate of the train perpendicular to the line direction, zi The altitude coordinates of the train are used to obtain the time it takes for the train to travel through each section of the track, i.e., t. i ;

[0046] By combining the attitude angles of the train servo device with the position coordinates and time constraints of the train, a sequence consisting of the attitude and position of the train servo device is obtained, namely {(θ i ,α i ,γ i ,x i ,y i ,z i ,t i )}ni=1, and the sequence is used as the running trajectory of the train follow-up device.

[0047] As can be seen from the technical solutions provided by the embodiments of the present invention above, the trajectory planning method of the train follow-up device provided by the embodiments of the present invention can plan the follow-up attitude of the train follow-up device in advance, which can conveniently and effectively provide the train hazard detection instrument with the optimal real-time sensing field of view, thereby ensuring the safety of train operation, improving the working efficiency and accuracy of the sensing instrument, reducing the workload and energy consumption of the sensing instrument, extending the service life of the sensing instrument, and reducing the maintenance cost of the sensing instrument.

[0048] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and will become apparent from the description or may be learned by practice of the invention. Attached Figure Description

[0049] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 This is a front view of a train servo device provided in an embodiment of the present invention;

[0051] Figure 2 This is a top view of a train servo device provided in an embodiment of the present invention;

[0052] Figure 3 A schematic diagram of a circuit curve provided for an embodiment of the present invention;

[0053] Figure 4 A schematic diagram of superelevation of a line curve provided in an embodiment of the present invention;

[0054] Figure 5 A schematic diagram of the attitude angle curve of a spatial sequence vehicle follow-up device provided in an embodiment of the present invention;

[0055] Figure 6 This invention provides a schematic diagram of an actual train operation curve. Figure 6 (a) is a schematic diagram of the train displacement-speed curve. Figure 6 (b) is a schematic diagram of the train time-speed operation curve;

[0056] Figure 7 A schematic diagram of the attitude angle and time constraint of a spatial sequence servo device provided in an embodiment of the present invention;

[0057] Figure 8 A schematic diagram of the attitude angle curve of a time-series servo device provided in an embodiment of the present invention;

[0058] Figure 9 A schematic diagram of attitude angle time constraint comparison curves for a time-series servo device provided in an embodiment of the present invention;

[0059] Figure 10 This is a flowchart illustrating a trajectory planning method for a train sensing device and train follow-up device provided in an embodiment of the present invention. Detailed Implementation

[0060] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0061] Those skilled in the art will understand that, unless specifically stated otherwise, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the term “comprising” as used in this specification means the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. It should be understood that when we say an element is “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or there may be intermediate elements. Furthermore, “connected” or “coupled” as used herein can include wireless connections or couplings. The term “and / or” as used herein includes any and all combinations of one or more of the associated listed items.

[0062] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless defined as herein.

[0063] To facilitate understanding of the embodiments of the present invention, the following will provide further explanation and description with reference to the accompanying drawings and several specific embodiments. These embodiments do not constitute a limitation on the embodiments of the present invention.

[0064] This invention provides a trajectory planning method for a train sensing instrument and a train follow-up device. By establishing a field-of-view model of the train hazard sensing instrument and a terrain model of the line, the relationship between the field of view of the sensing instrument and the terrain of the line is analyzed to find the optimal pointing angle and field of view of the sensing instrument, as well as the optimal installation position and method of the train hazard sensing instrument on the train. This ensures that the field of view of the train hazard sensing instrument can cover the key areas around the train, while avoiding obstruction or interference of the field of view of the train hazard sensing instrument by the terrain of the line.

[0065] The trajectory planning method for the train sensing instrument and train servo device provided in this embodiment of the invention can automatically adjust the pointing and tilting angle of the sensing instrument according to the train's operating status and the terrain features of the line, thereby ensuring that the sensing instrument always maintains the optimal sensing field of view and achieving efficient monitoring of the train's surrounding environment. The processing flow of this method is as follows: Figure 10 As shown, the processing steps include the following:

[0066] Step S1: Connect the train follow-up device to the train hazard detection instrument to determine the installation position of the train follow-up device.

[0067] First, a detailed survey of the train's operating route is required to determine the route and collect static information, including parameters such as length, width, gradient, curve radius, and superelevation. This information forms the basis of train operation and has a significant impact on train speed, safety, and comfort. For example, gradient affects train speed and energy consumption, curve radius affects train stability and passenger comfort, and superelevation is a crucial parameter ensuring stable operation on curves. Second, the location of the train servo system needs to be determined, and the specific location of the train hazard detection device needs to be provided.

[0068] The front view and top view of a train servo device provided in this embodiment of the invention are as follows: Figure 1 and Figure 2As shown, the train servo device consists of a static platform and a moving platform. The static platform is connected to the top of the train, and the train hazard detection instrument is placed on the moving platform. To describe the motion of the train servo device, a coordinate system needs to be established, with the B-xyz plane jointly established by the static platform and the top of the train as the reference, and the P-xyz plane of the moving platform as the target.

[0069] The Y-axis of the train follow-up device is aligned with the center line of the train top. The train follow-up device is located at the head of the EMU locomotive. It is required that the locomotive and the follow-up device be connected by hardware. The train follow-up device is fixed to the position on the train roof using screws and the like. At the same time, an industrial control computer with a display interface is placed in the chassis inside the train, and an tilt sensor is installed in a suitable position inside the train to monitor and compensate the attitude angle of the train follow-up device in real time.

[0070] A processor is installed in the train and connected to the aforementioned tilt sensor. The processor stores the correspondences between the track gradient angle and the attitude angle of the train servo device, the correspondence between the track curve radius angle and the attitude angle of the train servo device, and the correspondence between the track curve superelevation angle and the attitude angle of the train servo device. The processor calculates the track gradient angle, track curve radius angle, and track curve superelevation angle in real time during train operation. Based on the stored correspondences, it calculates the corresponding target attitude angle of the train servo device and transmits the calculated target attitude angle to the tilt sensor in real time. The tilt sensor then adjusts the attitude angle of the train servo device in real time based on the received target attitude angle.

[0071] Step S2: Establish the correspondence between the track gradient angle and the attitude angle of the train follow-up device.

[0072] When a train traverses a gradient, to ensure the train's hazard detection system has optimal visibility, the train servo mechanism needs to rotate around the y-axis (pitch) by a certain angle to counteract the gradient's effect on the system. Assuming the gradient of the track the train traverses is g, the train servo mechanism needs to rotate around the x-axis by an angle of g.

[0073] To measure the slope of the track, the processor uses the following formula to calculate the slope angle g:

[0074]

[0075] Where Δh is the height difference and Δx is the horizontal distance. The unit of gradient is usually a percentage, representing the change in height per 100 meters of horizontal distance. For example, if Δh = 5 meters and Δx = 100 meters, then the gradient is 5%, and correspondingly, the attitude angle of the train servo device needs to be adjusted by 5 degrees.

[0076] Step S3: Establish the correspondence between the curve radius angle and the attitude angle of the train servo device.

[0077] When a train encounters a curve, to ensure the train's hazard detection instrument has the best field of view, the train servo device needs to rotate around the z-axis (yaw) by a certain angle to keep the sensing instrument aligned with the curve direction. Assuming the radius of the curve encountered by the train is R, the angle by which the train servo device needs to rotate around the z-axis is α.

[0078] Line curves can be divided into two types: circular curves and transition curves, as shown in the attached diagram. Figure 3 As shown. A circular curve is a curve with a fixed radius of curvature. It allows a train to maintain a certain speed and direction on the curve. Its angle α is calculated using the following formula.

[0079] α=2arcsin(L / 2R) (2)

[0080] Where L is the curve length and R is the curve radius.

[0081] A transition curve is a curve connecting a straight section and a circular curve. It gradually changes the curvature, superelevation, and gauge, thereby mitigating the inertial forces on the train, reducing lateral acceleration, and improving driving safety and comfort. Curve fitting is usually used instead of calculating transition curves. Commonly used transition curves in railways are cubic parabolas, and their equation is:

[0082]

[0083] In the formula, (x, y) represents the x and y coordinates of any point on the transition curve, R represents the radius of the circular curve in meters, and L represents the length of the transition curve. The angle corresponding to the transition curve is gradually changing. Considering that the angle change value is not large and in order to reduce the computational complexity, the angle ψ of the transition curve can be calculated by the overall curve radius and the length of the transition curve. The specific calculation formula is as follows:

[0084]

[0085] The angle of rotation of the train follower device around the z-axis is ψ.

[0086] Step S4: Establish the correspondence between the superelevation angle of the track curve and the attitude angle of the train servo device.

[0087] When a train passes through a superelevation section, to ensure the train's hazard detection instrument has the best field of view, the train servo device needs to rotate around the x-axis (roll) by a certain angle to counteract the effect of superelevation on the detection instrument. Assuming the superelevation angle of the curve the train passes through is γ, then the angle by which the train servo device needs to rotate around the x-axis is γ.

[0088] The superelevation of the line curve refers to the distance by which the outer rail of the curve is higher than the inner rail. It is set to balance the centrifugal force generated when the train travels on the curve. For example, Figure 4 As shown, the formula for the processor to calculate the superelevation angle of the line curve in real time is as follows:

[0089]

[0090] Among them, γ represents the superelevation angle, h represents the superelevation, s is the rail center distance, and the domestic standard rail gauge is 1.5 m.

[0091] Step S5: Combine the three-dimensional attitude data to generate the attitude data of the train follower device.

[0092] After obtaining the corresponding relationships between the railway slope angle, the curve radius angle, the superelevation angle of the line curve and the attitude angle of the follower device, the three-dimensional static space attitude data of the follower device can be generated. At the same time, considering the time constraint that the train follower device will be subject to under the actual running speed of the train, that is, it can ensure that the train sensor has the optimal field of view while not affecting the normal running of the train. The train follower device must complete the following motion and keep the attitude angle unchanged within the time when the train normally passes through complex environments such as slopes and curves. The specific method is as follows:

[0093] (1) According to the train running line, divide the line into several segments, and the terrain characteristics of each segment are relatively stable, such as straight segments, uphill segments, downhill segments, and curve segments, etc.

[0094] (2) For each segment of the line, calculate the target attitude angles of the train follower device, namely θ, α, γ, according to the relationships in steps 2, 3, and 4.

[0095] (3) According to the running speed of the train, calculate the time for the train to pass through each segment of the line, that is, t.

[0096]

[0097] (4) Assume the time required for the train follower device to rotate from the current attitude angle to the target attitude angle, that is, Δt. It needs to meet the time constraint of Δt < t, that is, the train follower device must complete the following motion within the time when the train passes through this segment of the line and keep the target attitude angle unchanged until entering the next segment of the line. At the same time, record the target attitude angle and the corresponding time point as the attitude data of the train follower device.

[0098] Step S6: Integrate the attitude angles under the entire line in chronological order to design the running trajectory of the train follower device.

[0099] After obtaining the attitude data of the train follower device, it is necessary to integrate the attitude angles under the entire line in chronological order to design the running trajectory of the train follower device. The specific method is as follows:

[0100] (1) Arrange the attitude data of the train servo device in spatial order to obtain a sequence consisting of attitude angles and time points, i.e., {(θ i ,α i ,γ i ,s i )}ni=1, where n is the number of line segments, s i Indicates the sequence number of the line segment.

[0101] (2) Calculate the train's position coordinates based on its speed, i.e., (x... i ,y i ,z i ), where x i Let y be the coordinate of the train along the track direction. i Let z be the coordinate of the train perpendicular to the track. i The altitude coordinates of the train are used to obtain the time it takes for the train to travel through each section of the track, i.e., t. i .

[0102] (3) Combining the attitude angles of the train servo device with the position coordinates and time constraints of the train, we obtain a sequence consisting of the attitude and position of the train servo device, i.e., {(θ i ,α i ,γ i ,x i ,y i ,z i ,t i )}ni=1, this is the running trajectory of the train follow-up device.

[0103] Verify the feasibility and effectiveness of the train servo device's operating trajectory.

[0104] After designing the operating trajectory of the train servo device, it is necessary to verify the trajectory to ensure that it meets the field-of-view requirements of the sensing instruments and does not affect the safety and stability of the train. The specific method is as follows:

[0105] (1) Using simulation software, based on the train's running trajectory and the train follow-up device's running trajectory, simulate the field of view and angle of the railway sensing instrument to check for blind spots or obstructions. If so, the running trajectory of the train follow-up device needs to be adjusted until the best field of view effect is achieved.

[0106] (2) Using real vehicle tests, based on the actual running trajectory of the train and the running trajectory of the train follower, the influence of the train follower on the dynamics and aerodynamics of the train is actually measured to verify whether it is consistent with the simulation results. If there is a difference, the running trajectory of the train follower needs to be corrected until the best safety and stability effect is achieved.

[0107] Verification was performed using actual railway line data; some parameters of the actual railway line selection data are shown in Appendix 1 and Appendix 2.

[0108] Appendix 1: Examples of Gradient Parameters for Actual Railway Lines

[0109]

[0110]

[0111] Appendix 2: Examples of Curve Parameters for Actual Railway Lines

[0112]

[0113] Appendix 1 shows the gradient parameters, and Appendix 2 shows the track curve parameters. First, based on the corresponding equations (1)-(4) between the attitude angle of the train servo device and the actual track conditions, the actual attitude angle curve of the train servo device on the entire track is calculated, as shown in Appendix 2. Figure 5 As shown. The actual train tracking curve is also considered, as attached. Figure 6 As shown, the time constraints of different attitude angles are calculated based on the relationship equation (5) between the track conditions and the train speed, thereby obtaining the running trajectory of the high-precision hazard perception instrument's train servo device. A schematic diagram of the attitude angle time constraints of a spatial sequence train servo device provided in this embodiment of the invention is shown below. Figure 7 As shown, a schematic diagram of the attitude angle curve of a time-series vehicle servo device is presented. Figure 8 As shown, a schematic diagram of the attitude angle time constraint comparison curve of a time-series servo device is presented. Figure 9 As shown, by providing the target curve to the driving devices such as motors in real time, a good field of view can be provided to the train sensing device in real time.

[0114] In summary, the trajectory planning method for the train servo device of the train hazard detection instrument designed in this embodiment of the invention can pre-plan the servo attitude of the train servo device, conveniently and effectively providing the train hazard detection instrument with the optimal real-time sensing field of view, thereby ensuring train operation safety, improving the working efficiency and accuracy of the train hazard detection instrument, reducing the workload and energy consumption of the train hazard detection instrument, extending the service life of the train hazard detection instrument, and reducing the maintenance cost of the train hazard detection instrument. This trajectory planning method has important theoretical and practical application significance, providing effective technical support for the research and development and application of high-precision active sensing and monitoring devices for high-speed railways.

[0115] For train servo devices: This invention can pre-plan the optimal trajectory of the train servo device based on the target position and motion requirements, providing support for its precise control. This pre-planned trajectory can effectively avoid operational errors and improve efficiency and accuracy. By tracking the optimal trajectory plan, the train servo device can operate stably in complex environments and adapt to different working scenarios. This planning method also helps reduce wear on the train servo device, extend its service life, and reduce maintenance costs.

[0116] This invention fully considers both static and dynamic data from the railway, enabling the train's hazard detection instrument to dynamically adjust its posture in real time according to the operating status and obtain the optimal sensing field of view, thereby improving the railway's proactive sensing capabilities. Simultaneously, it can provide real-time feedback of the sensing results to the train servo control system, achieving adaptive adjustment of railway operation and improving the safety and efficiency of railway operations.

[0117] The present invention also takes into account the performance indicators such as the working frequency, resolution, and sensitivity of the train hazard detection instrument, as well as the operating parameters such as the train speed, so as to ensure that the train follow-up device of the train hazard detection instrument can respond to the field of view requirements of the sensing instrument in a timely and accurate manner, and realize the follow-up adjustment of the train hazard detection instrument.

[0118] Those skilled in the art will understand that the accompanying drawings are merely schematic diagrams of one embodiment, and the modules or processes shown in the drawings are not necessarily essential for implementing the present invention.

[0119] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that the present invention can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of the present invention.

[0120] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for apparatus or system embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. The apparatus and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0121] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A trajectory planning method for a train servo device, characterized in that, It includes: Connect the train follower device to the train danger sensor to determine the installation position of the train follower device; Obtain the line gradient angle, line curve radius angle, and line curve superelevation angle during train operation, and adjust the attitude angle of the train follower device in real time according to the line gradient angle, line curve radius angle, and line curve superelevation angle; Combine three-dimensional attitude data to generate the attitude data of the train follower device, integrate the attitude data of the train follower device under the entire line in chronological order, and obtain the running track of the train follower device; The combination of three-dimensional attitude data to generate the attitude data of the train follower device includes: According to the train running line, divide the line into several segments, and the terrain features of each segment include straight sections, uphill sections, downhill sections, and curve sections; For each segment of the line, the processor calculates the target attitude angle of the train follower device; According to the train's operating speed and the length of the line Calculate the time t it takes for the train to travel through each section of the track; (5) Assume that the time required for the train follower device to rotate from the current attitude angle to the target attitude angle is Δt, Δt < t. The train follower device completes following during the time when the train passes through this segment of the line and maintains the target attitude angle unchanged until it enters the next segment of the line. Record the target attitude angle and the corresponding time point as the attitude data of the train follower device.

2. The method according to claim 1, characterized in that, The connection of the train follower device to the train danger sensor to determine the installation position of the train follower device includes: Determine the train running line and collect the static information of the line. This static information includes length, width, gradient, curve radius, and superelevation parameters; Fix the train follower device at the position of the train roof at the head of the train, place the industrial control computer with a display interface in the chassis inside the train, install an inclination sensor inside the train, and use the inclination sensor to monitor and compensate the attitude of the train follower device in real time; The train follower device consists of a static platform and a dynamic platform. The static platform is connected to the train top. Place the train danger sensor on the dynamic platform. Establish a coordinate system with the B-xyz plane jointly established by the static platform and the train top as the reference and the P-xyz plane of the dynamic platform as the target. The y-axis of the train follower device is aligned with the center line of the train top.

3. The method according to claim 2, characterized in that, The obtaining of the line gradient angle, line curve radius angle, and line curve superelevation angle during train operation and the real-time adjustment of the attitude angle of the train follower device according to the line gradient angle, line curve radius angle, and line curve superelevation angle includes: Set a processor in the train. This processor is connected to the inclination sensor, and store the corresponding relationships between the line gradient angle and the attitude angle of the train follower device, between the line curve radius angle and the attitude angle of the train follower device, and between the line curve superelevation angle and the attitude angle of the train follower device in the processor; The processor calculates the line gradient angle, line curve radius angle, and line curve superelevation angle during train operation in real time, calculates the corresponding target attitude angle of the train follower device according to the stored corresponding relationships, transmits the target attitude angle to the inclination sensor in real time, and the inclination sensor adjusts the attitude angle of the train follower device in real time according to the received target attitude angle.

4. The method according to claim 3, characterized in that, The correspondence between the track gradient angle and the attitude angle of the train servo device includes: Assuming the gradient of the track the train travels is g, then the angle by which the train servo device needs to rotate around the x-axis is g. The processor uses the following formula to calculate the line gradient angle g: (1) Where Δh is the height difference, Δx is the horizontal distance, and the slope is expressed as a percentage, representing the change in height per 100 meters of horizontal distance.

5. The method according to claim 3, characterized in that, The correspondence between the curve radius angle and the attitude angle of the train servo device includes: When the train travels on a circular curve, the formula for calculating the angle α of the train servo device's rotation around the z-axis is: (2) Where L is the length of the line curve and R is the radius of the line curve; When the train passes through a transition curve, the angle of the transition curve is... The calculation formula is: (3) The angle of rotation of the train servo device around the z-axis is .

6. The method according to claim 3, characterized in that, The correspondence between the superelevation angle of the track curve and the attitude angle of the train servo device includes: Let the superelevation angle of the curve the train passes through be . Then the angle of rotation of the train follower device around the x-axis is . ; The formula for the processor to calculate the superelevation angle of the circuit curve in real time is as follows: (4) Where γ represents the superelevation angle of the track curve, h represents the superelevation, and s is the center distance of the rails.

7. The method according to claim 1, characterized in that, The process of combining three-dimensional attitude data to generate attitude data for the train servo device, integrating the attitude data of the train servo device across the entire line in a spatiotemporal order, and obtaining the running trajectory of the train servo device includes: Arranging the attitude data of the train servo device in spatial order yields a sequence consisting of attitude angles and time points, i.e. ,in The number of line segments, Indicates the sequence number of the line segment. This represents the angle by which the train servo device rotates around the x-axis in the i-th segment. This represents the angle by which the train servo device rotates around the z-axis in the i-th segment. Indicates the train follow-up device in the first detour The angle of rotation of the shaft; The train's position coordinates are calculated based on its speed. ,in The coordinates of the train along the track direction. Let be the coordinates of the train perpendicular to the track. This provides the train's altitude coordinates and the time it takes for the train to traverse each section of the track. ; By combining the attitude angles of the train servo device with the position coordinates of the train and the time constraints, a sequence consisting of the attitude and position of the train servo device is obtained. The sequence is used as the running trajectory of the train follow-up device.

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