Automatic train pantograph descending control method and system in contact net insulation anchor section joint area

Abstract

The invention discloses a control method and system for automatic pantograph descending of a train in a joint area of an insulation anchor section of a contact network, and the control method comprises the steps: arranging an image processing mechanism on the train, collecting pantograph-catenary images at different times through the image processing mechanism, and judging whether the train is stopped or not; judging whether the train pantograph is located in an insulation anchor section joint area of the line or not; when it is confirmed that the train is parked and the pantograph of the train is located in the joint area of the insulated anchor section of the line, the image processing mechanism outputs a pantograph descending signal to the train; judging whether the speed of the traction control system is 0 or not; when it is confirmed that the speed of the traction control system is zero and the train receives a pantograph descending signal, the train outputs a pantograph descending instruction; and starting to execute the pantograph descending operation. According to the method, pantograph descending control can be automatically achieved, the requirement that the pantograph descends mistakenly when a single device and a single system break down is avoided, related hazards are prevented from being generated, and it is further ensured that subway operation safety is the urgent demand of all operation units of urban rail transit.

Description

Technical Field

[0001] The present invention relates to the technical field of safe operation control of urban rail transit trains, and in particular to a method and system for automatically lowering a train pantograph in a joint area of ​​an insulated anchor section of a contact network. Background Art

[0002] The contact network is divided into several sections of a certain length and with independent mechanical stability in structure, and each section is called an anchor section. The connecting part of two adjacent anchor sections is called an anchor section joint. According to the role of the anchor section, the anchor section joint is divided into a non-insulated anchor section joint and an insulated anchor section joint. The non-insulated anchor section joint only plays a mechanical segmentation role. The insulated anchor section joint plays both an electrical segmentation role and a mechanical segmentation role. When the urban rail transit traction power supply system adopts a flexible contact network, the main line usually adopts an insulated anchor section joint to achieve electrical isolation. When the train passes through the insulated anchor section joint area at a certain speed, the arc between the pantograph and the catenary will be extinguished instantly, and the heat energy will not accumulate on the contact line, and will not cause a break. However, when the train stops for a long time in the insulated anchor section joint area, the pantograph continues to discharge, arc, and heat at a certain point of the contact line. As the heat energy continues to accumulate, the local temperature of the contact line rises, causing the contact line to soften at that location and reduce the tension bearing capacity. Under the action of the contact network compensation tension, the contact line is pulled apart. Disconnecting the grounding of the contact wire and causing arcing may cause power outage in a single power supply section or power outage in the power supply sections on both sides of the anchor section joint, which may cause accidents and seriously affect the safety of train operation.

[0003] In order to ensure the safety of the train, when the train pantograph is in the joint area of ​​the insulating anchor section for a long time, the pantograph needs to be lowered. The existing method of lowering the pantograph generally adopts the method of manually defining the area as a no-stop zone. When a train stops in the area, the pantograph is manually lowered for verification and then raised for single-pano operation. This method of lowering the pantograph has the problems of high safety risks, untimely pantograph lowering, and low disposal efficiency. Especially for lines using unmanned driving systems, such a design has huge safety risks. Therefore, it is urgent to adopt an effective method for pantograph lowering control. Summary of the invention

[0004] The purpose of the present invention is to solve the problems of high safety risks, untimely pantograph lowering and low disposal efficiency in existing pantograph lowering methods, and to provide a method and system for automatically lowering the pantograph of a train in the joint area of ​​an insulated anchor section of a contact network, which is used for automatically lowering the pantograph when a train stops in the joint area of ​​an insulated anchor section of a rail transit contact network.

[0005] In order to achieve the above-mentioned object of the invention, the present invention provides the following technical solutions:

[0006] A method for controlling the automatic lowering of a train pantograph in a contact network insulation anchor section joint region is provided. An image processing mechanism is arranged on the train to collect and process pantograph images. The control method comprises the following steps:

[0007] The image processing mechanism is used to collect pantograph-catwalk images at different times, and the pantograph-catwalk images are used to determine whether the train is stopped;

[0008] Determine whether the train pantograph is located in the insulation anchor section joint area of ​​the line;

[0009] When it is confirmed that the train is stopped and the train pantograph is located in the insulating anchor section joint area of ​​the line, the image processing mechanism outputs a pantograph lowering signal to the train;

[0010] Determine whether the speed of the traction control system is 0;

[0011] When it is confirmed that the traction control system speed is 0 and the train receives a pantograph lowering signal, the train outputs a pantograph lowering command;

[0012] The train starts to lower the pantograph according to the pantograph lowering instruction.

[0013] In the technical solution of the present invention, the state of the pantograph is evaluated by an image processing mechanism. First, the image processing mechanism obtains the pantograph-net image and determines whether the train is stopped, that is, the image processing mechanism uses an image comparison method to confirm whether the train is in a stopped state, and obtains an output speed signal of 0. Then, it is determined whether the train pantograph is located in the insulating anchor section joint area. When the conditions that the train is stopped and the train pantograph is located in the insulating anchor section joint area of ​​the line are met, the image processing mechanism outputs a pantograph lowering signal; it is determined whether the speed of the traction control system is 0. When the conditions that the image processing mechanism outputs a pantograph lowering signal and the speed of the traction control system (TCMS system) is 0 are met, When the train stops in the joint area of ​​the insulating anchor section, the pantograph is automatically lowered through the train and the image processing mechanism, to avoid the erroneous lowering requirement of the pantograph when a single device or a single system fails. At the same time, the pantograph lowering control can be automatically realized through the above method. When the train is detected to be stopped in the joint area of ​​the insulating anchor section by the above method, the pantograph is automatically lowered immediately, to avoid the damage of the train, the disconnection of the contact network and the interruption of the main line operation caused by the train pantograph staying in the joint area of ​​the insulating anchor section for a long time, thereby reducing the huge risk of accidents and preventing related hazards. Further ensuring the safety of subway operation is an urgent need for all urban rail transit operating units.

[0014] As a preferred embodiment of the present invention, the image processing mechanism includes a camera, which is an existing camera installed on the train, and the camera is fixed on the top of the train. According to Article 12.4 of the "Technical Specifications for Subway Vehicle Operation (Trial)" (Jiaobanyun

[2022] No. 84) of the Ministry of Transport, "Cameras should be arranged on the roof of trains that use pantographs to collect current, and video monitoring of the operating status of each pantograph should be carried out to facilitate the location and backtracking of abnormal conditions." In this technical solution, the pantograph network camera on the roof is used to identify whether the train has stopped and whether the pantograph has stopped in the joint area of ​​the insulating anchor section. In the above technical solution, by utilizing the existing cameras on the train, the equipment can be used universally and reused, which can better ensure safety while reducing investment and reducing the maintenance workload caused by the addition of new equipment. It is more conducive to the update and upgrade of existing lines, thereby providing an automatic pantograph lowering function for trains stopping in the joint area of ​​the insulating anchor section.

[0015] As a preferred solution of the present invention, the method for judging whether the train is stopped by the bow-net image is as follows: using the bow-net images collected at different time intervals for comparison, when all the bow-net images are consistent within a continuous set time, it is determined that the train is stopped, and the set time is 2 to 3s; the image processing mechanism outputs a signal that the train is stopped, that is, the train speed is 0.

[0016] As a more preferred embodiment of the present invention, the time interval for the image processing mechanism to collect the bow-net image is 200 to 500 ms.

[0017] As a preferred embodiment of the present invention, a method for determining whether a train pantograph is located within the insulating anchor section joint area is as follows: comparing the pantograph-net image acquired in real time by the image processing mechanism with a typical image of the insulating anchor section joint area of ​​the line; when the pantograph-net image is consistent with the typical image of the insulating anchor section joint area, it is determined that the train pantograph is located within the insulating anchor section joint area of ​​the line.

[0018] As a preferred embodiment of the present invention, the typical image of the insulating anchor section joint area is obtained by collecting images of different insulating anchor section joint areas through the image processing mechanism when the train is running on the line, and the images are stored in the image processing mechanism for comparison with the pantograph-net image collected in real time in the subsequent process to determine whether the train pantograph is located in the insulating anchor section joint area of ​​the line.

[0019] As a preferred embodiment of the present invention, when the electrical segmentation effect is realized by adopting the segmented insulator method for some anchor section joints in the line, the method for the image processing mechanism to output the pantograph lowering signal to the train is: the pantograph-net image collected by the image processing mechanism in real time is compared with the typical image of the insulating anchor section joint area and the typical image of the segmented insulator respectively; when the pantograph-net image is consistent with the typical image of the insulating anchor section joint area or the typical image of the segmented insulator, it is determined that the train pantograph is located in the insulating anchor section joint area or the segmented insulator area; combined with the fact that the train is stopped, the image processing mechanism outputs the pantograph lowering signal to the train.

[0020] When the train is running on the overhead line, the electrical segmentation on the main line is achieved by using an insulating anchor segment joint. The electrical isolation of the insulating anchor segment joint is achieved through air insulation between the connecting parts of the anchor segment and the anchor segment, which is more suitable for the faster speed of the train on the main line. For some anchor segments that are difficult to install insulating anchor segment joints due to line settings, and for matching the low line running speed in the field section, the anchor segment joint adopts a segmented insulator to achieve the electrical segmentation function. In the above technical solution, on the basis of judging that the train is parked by the image processing mechanism, it is confirmed whether the train pantograph is located in the insulating anchor segment joint area or the segmented insulator area, and the electrical segmentation setting of the entire overhead line is comprehensively considered to achieve the automatic pantograph lowering of the train on the entire line. The typical image of the segmented insulator is collected and stored in the image processing mechanism by the image processing mechanism for image comparison, so as to further realize the automatic pantograph lowering function when parking in the segmented insulator area.

[0021] As a more preferred embodiment of the present invention, when the image processing mechanism collects images of different insulating anchor segment joint areas, it analyzes and determines the number of images that need to be collected in the insulating anchor segment joint areas, studies and determines the key recognition points and important recognition point imaging requirements for converting the captured images into typical images, and forms typical image compliance inspection standards.

[0022] As a preferred solution of the present invention, after the image processing mechanism outputs a pantograph lowering signal to the train, the parking image and data information of the insulating anchor section joint area output by the image processing mechanism are transmitted to the ground vehicle dispatching room or operation control center through the vehicle-to-ground transmission system for verification and confirmation by ground operators.

[0023] Another aspect of the present invention provides a train automatic pantograph lowering control system in the contact network insulation anchor section joint area, the system comprising:

[0024] An image acquisition module is used to collect bow-net images at different times through an image processing mechanism;

[0025] A parking judgment module, used to judge whether the train is parked based on the pantograph image;

[0026] The insulation anchor section joint judgment module is used to judge whether the train pantograph is located in the insulation anchor section joint area of ​​the line;

[0027] A pantograph lowering signal output module, used for, when it is confirmed that the train is stopped and the train pantograph is located in the insulating anchor section joint area of ​​the line, the image processing mechanism outputs a pantograph lowering signal to the train;

[0028] A speed judgment module, used to judge whether the speed of the traction control system is 0;

[0029] The pantograph lowering command output module is used for outputting the pantograph lowering command when confirming that the speed of the traction control system is 0 and the train receives the pantograph lowering signal;

[0030] The pantograph lowering module is used for the train to start lowering the pantograph according to the pantograph lowering instruction.

[0031] The present invention also provides an electronic device, comprising at least one processor, and a memory communicatively connected to the at least one processor; the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the above-mentioned method for automatically lowering a train bow in the joint area of ​​an insulated anchor section of a contact network.

[0032] The present invention also provides a computer-readable storage medium, in which at least one instruction, at least one program, code set or instruction set is stored. The at least one instruction, the at least one program, the code set or instruction set is loaded and executed by a processor to implement the above-mentioned method for automatic bow lowering control of a train in the joint area of ​​an insulated anchor section of a contact network.

[0033] Compared with the prior art, the present invention has the following beneficial effects:

[0034] 1. The present invention provides a method for automatically lowering the pantograph of a train in the joint area of ​​the insulated anchor section of the contact network. The state of the pantograph is evaluated by an image processing mechanism. When the conditions are met that the train is stopped and the train pantograph is located in the joint area of ​​the insulated anchor section of the line, the image processing mechanism outputs a pantograph lowering signal; at the same time, when the speed of the traction control system is determined to be 0, a pantograph lowering instruction is output, and the pantograph lowering control can be automatically realized. The train and the image processing mechanism ensure that the pantograph is automatically lowered when and only when the pantograph is stopped in the joint area of ​​the insulated anchor section, avoiding the wrong lowering requirement of the pantograph when a single device or a single system fails, preventing related hazards from occurring, and further ensuring the safety of subway operations is an urgent need for various operating units of urban rail transit. The present invention is an automatic pantograph lowering control method, which is particularly suitable for the control of pantograph lowering in unmanned driving systems.

[0035] 2. The image processing mechanism of the present invention adopts the existing cameras installed on the train, utilizes the function expansion and combination of the existing equipment, updates the existing system interface protocol, and adds the function of transmitting image and data information to the vehicle dispatching room or the operation control center, so as to realize the automatic pantograph lowering function when the pantograph is in the joint area of ​​the edge anchor section when the train stops, avoids accidents such as train damage, contact network disconnection, and normal operation interruption, and ensures the safety of train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 It is a schematic elevation diagram of the joint of the three-span insulated anchor section;

[0037] Figure 2 This is a system architecture diagram of the image processing organization;

[0038] Figure 3 It is a flow chart of a method for controlling the automatic pantograph lowering of a train in a joint area of ​​an insulated anchor section of a contact network according to the present invention;

[0039] Markings in the figure: 1- contact network. DETAILED DESCRIPTION

[0040] In order to more clearly describe the invention purpose, technical scheme and technical effect advantages in the specific implementation case of the present invention, the scheme in the specific embodiment will be described in detail in combination with the drawings of the specification of the present invention. The specific technical scheme involved in the following specific embodiments is only for a clear and complete description of the innovative technical scheme of the present invention. It is only a part of the specific implementation scheme that can be adopted by the present invention, not all embodiments, and should not be understood as a limitation on the innovative scheme of the present invention. Any scheme adopting the same inventive concept of the present invention should be included in the protection scope of the present invention.

[0041] Secondly, the description of the drawings in the specific embodiments of the present invention is only for the convenience of technical personnel to understand the solution of the present invention. The partial details in the drawings are for the convenience of clearly presenting the technical solution. It should not be considered that all technical features in the drawings must be included in the specific implementation cases, and the detailed features in the drawings should not be identified as additional limitations on the innovative technical solution of the present invention. The components in the various embodiments described and shown in the drawings can be combined and arranged according to different configurations, and these changes in combination and arrangement should be identified as part of the entire embodiment of the innovative solution of the present invention and included in the scope of protection of the present invention.

[0042] In summary, the schemes or descriptions presented in the specific embodiments and drawings of the present invention are not intended to limit the scope of protection claimed, but are merely selected embodiments / cases to help technicians understand the relevant innovative solutions. Based on these embodiments, all other equivalent or parallel embodiments obtained by those skilled in the art without creative work are within the scope of protection claimed by the present invention.

[0043] Example 1

[0044] At 7:45 on November 11, 2022, on the up main line of a section of Line 11 of a manned subway line in China, the contact wire burned out due to the train stopping at the joint of the contact network insulation anchor section, and the contact wire broke under the action of tension, which caused the contact network section to trip and power outage, affecting five passenger trains in the section. After inspection, in addition to the damage to the contact network, the pantograph and car body of the accident train were seriously damaged, causing significant economic losses. As the accident occurred during the morning rush hour, a large number of passengers were affected, and a large public opinion appeared on the Internet, which attracted the attention of all parties in the industry and society.

[0045] The electrical isolation of the insulating anchor section joint is achieved by air insulation between the anchor section and the connecting part of the anchor section. The length of the insulating anchor section joint is usually 400mm to 500mm, and its typical structure is usually a three-span insulating anchor section joint, such as Figure 1 Taking the commonly used 6-car formation (4 driving and 2 trailing) as an example, the train adopts double pantographs, and the pantographs are installed on the 2nd and 5th (Mp) cars respectively. Since the distance between the two pantographs is tens of meters, which is much larger than the length of the insulating anchor section joint, the train can only stop in the insulating anchor section joint area with a single pantograph.

[0046] When a train stops for a long time in the joint area of ​​the insulating anchor section, the reasons for the harm are: first, there are trains running in the power supply sections on both sides of the insulating anchor section joint, and the train current taking time is inconsistent, resulting in a voltage difference between the two power supply sections. Second, the contact wires of the two anchor sections realize the transition from the non-working branch to the working branch between the two conversion columns. When the train pantograph passes, it is in close contact with one branch, and the vertical distance with the other branch gradually increases. Therefore, the pantograph contacts the working branch and is in virtual contact with the non-working branch, or the distance between the pantograph and the catenary is less than the insulation breakdown distance, resulting in continuous discharge, arcing, and even arcing. As mentioned above, there is a huge risk when the train pantograph stays in the joint area of ​​the insulating anchor section for a long time, which may cause the train pantograph and the car body to be damaged due to discharge, arcing, and heating, and the contact network to melt, soften, and break, which will lead to the tripping of the contact network section, and the fault will expand from a single train to all trains in the contact network section. The main line operation was interrupted due to the disconnection of the contact network and power outage, which affected passengers' travel, generated online public opinion and attracted the attention of all parties.

[0047] Therefore, this embodiment provides a method for automatically lowering the pantograph of a train in the contact network insulation anchor section joint area, and an image processing mechanism is arranged on the train to collect and process the pantograph images, such as Figure 2 , the control method comprises the following steps:

[0048] Step S1, collecting pantograph-catwalk images at different times through an image processing mechanism, and judging whether the train is stopped through the pantograph-catwalk images;

[0049] Step S2, determining whether the train pantograph is located in the insulation anchor section joint area of ​​the line;

[0050] Step S3: when it is confirmed that the train is stopped and the train pantograph is located in the insulating anchor section joint area of ​​the line, the image processing mechanism outputs a pantograph lowering signal to the train;

[0051] Step S4, judging whether the speed of the traction control system is 0;

[0052] Step S5: When it is confirmed that the speed of the traction control system is 0 and the train receives a pantograph lowering signal, the train outputs a pantograph lowering command;

[0053] Step S6: The train starts to lower the pantograph according to the pantograph lowering instruction.

[0054] In this embodiment, the image processing mechanism includes a camera, which is an existing camera installed in the train according to the requirements of Jiaobanyun

[2022] No. 84. The roof-mounted pantograph camera is used to accurately identify whether the train has stopped and whether the pantograph has stopped in the joint area of ​​the insulating anchor section. Taking advantage of the interface with the train traction control system, the train performs the pantograph lowering operation. At the same time, the functions of the pantograph camera are expanded and compounded to achieve universal and reuse of the equipment, which better ensures safety while reducing investment and reducing the increase in maintenance workload caused by the addition of new equipment, which is more conducive to the update and upgrade of existing lines.

[0055] Based on the existing pantograph-net camera interface, in order to realize the above control method, it is necessary to update the existing camera system interface protocol, add the function of transmitting image and data information to the train TCMS system and the ground vehicle dispatching room and operation control center, and realize the pantograph lowering control. The system architecture diagram of the image processing mechanism is shown in the figure. Figure 3, the system architecture diagram takes a single pantograph as an example. According to the number of pantographs used by the actual configuration trains of each line, one pantograph network camera is added for each additional pantograph. At the same time, a new image comparison function within the set time is added to determine whether the train stops; a new function is added to confirm that the image taken when the train stops is compared with the typical image of the line insulation anchor section joint area stored in the train pantograph network camera host for pantograph lowering control. At the same time, the train's image processing mechanism provides the functions of editing, adding, reviewing and confirming typical images of the insulation anchor section joint area to adapt to the changes and adjustments of the insulation anchor section joints that may exist in daily maintenance, equipment overhaul, renovation and transformation. The management and control processes such as different permissions, one person maintenance and one person confirmation are adopted to avoid the situation where images may be deleted or added by mistake due to single-person operation. For typical images that have passed the review, they are stored in the image processing mechanism for subsequent image comparison. Based on the existing image recognition and comparison technology, the technical parameters and performance parameter requirements for the acquisition, transmission and comparison of insulation anchor section joint images are studied and determined, and technical requirements documents are compiled.

[0056] At the same time, the TCMS system software is optimized to realize the function of receiving and forwarding the image and data information transmitted by the pantograph camera host, and the interface between the TCMS system and the pantograph system is optimized to realize the automatic pantograph lowering function when the pantograph stops at the joint area of ​​the insulating anchor section.

[0057] Before the image processing mechanism collects the bow-net images at different times, the train puts in the master control key, and the bow-net camera collects high-definition bow-net images every 500 milliseconds. The images collected within 3 seconds are compared with each other using image recognition and comparison technology, and at the same time compared with the typical images of the insulating anchor section joint area stored in the train bow-net camera host. If four consecutive images are completely consistent with each other, it is confirmed that the train is in a stopped state.

[0058] The typical image of the insulating anchor section joint area is obtained by collecting different insulating anchor section joint area images through an image processing mechanism on the running line of the train, and storing them in the image processing mechanism. There are multiple typical images of the insulating anchor section joint area of ​​the line. When the real-time collected bow-net image is consistent with one of the typical images of the insulating anchor section joint area, it is determined that the bow-net image is consistent with the typical image of the insulating anchor section joint area. In the specific implementation process, if the bow-net image taken by the bow-net camera at this time is consistent with any typical image of the insulating anchor section joint area stored in the train bow-net camera host, it is confirmed that the train pantograph is in the insulating anchor section joint area, and the image processing mechanism outputs a signal to lower all pantographs.

[0059] In this embodiment, the advantage of high-precision imaging required by the train roof camera to shoot the bow-net relationship is used to collect images of the joint areas of each insulating anchor segment. The number of images required to be collected in each insulating anchor segment joint area is analyzed and determined, and the key identification points and important identification point imaging requirements for converting the captured images into typical images are studied and determined. Typical image compliance inspection standards are formed and provided to image acquisition personnel, system maintenance personnel, etc. The images of the joint areas of different insulating anchor segments collected by the image processing mechanism are based on the images of the joint areas of the insulating anchor segments collected on the spot.

[0060] In some embodiments, when a segmented insulator is used to realize electrical segmentation in some anchor section joints in the line, a typical image of the segmented insulator is collected by an image processing mechanism and stored in the image processing mechanism, and the bow-net image collected in real time by the image processing mechanism is compared with the typical image of the insulating anchor section joint area and the typical image of the segmented insulator respectively. When the bow-net image is consistent with the typical image of the insulating anchor section joint area or the typical image of the segmented insulator, it is determined that the train pantograph is located in the insulating anchor section joint area or the segmented insulator area. Combined with the fact that the train is stopped, the image processing mechanism outputs a pantograph lowering signal to the train.

[0061] During the implementation of the control method, step S1, step S2, and step S4 may be performed in numerical order or simultaneously without specific limitation.

[0062] After the image processing mechanism outputs the pantograph lowering signal to the train, the parking image and data information of the insulating anchor section joint area output by the image processing mechanism are transmitted to the ground vehicle dispatching room or operation control center through the vehicle-to-ground transmission system for verification and confirmation by ground operators, so that professional personnel can verify and confirm at the first time and organize emergency disposal or operation adjustment. If the verification results are different, corresponding disposal can be carried out.

[0063] After the train receives the pantograph lowering command, the train lowers all pantographs. When the train stops, the driver (manned line) or the on-duty personnel (unmanned line) confirms the pantographs according to the signs or at the corresponding position of the carriage where the pantographs are located. According to the confirmed situation, the pantographs that are not in the insulation anchor section joint area are raised, the train is driven out of the insulation anchor section joint area, and all pantographs are raised after confirming that the train has left the insulation anchor section joint area, and then the train continues to run.

[0064] Example 2

[0065] This embodiment provides a control system for automatically lowering a train pantograph in a contact network insulation anchor section joint area, the system comprising:

[0066] An image acquisition module is used to collect bow-net images at different times through an image processing mechanism;

[0067] A stop judgment module is used to judge whether the train is stopped through the pantograph image;

[0068] The insulation anchor section joint judgment module is used to judge whether the train pantograph is located in the insulation anchor section joint area of ​​the line;

[0069] A pantograph lowering signal output module is used for, when it is confirmed that the train is stopped and the train pantograph is located in the insulated anchor section joint area of ​​the line, the image processing mechanism outputs a pantograph lowering signal to the train;

[0070] A speed judgment module, used to judge whether the speed of the traction control system is 0;

[0071] The pantograph lowering command output module is used for outputting the pantograph lowering command when confirming that the speed of the traction control system is 0 and the train receives the pantograph lowering signal;

[0072] The pantograph lowering module is used for the train to start lowering the pantograph according to the pantograph lowering instruction.

[0073] The systems or modules described in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. For the convenience of description, the above devices are described in various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware, or the module that implements the same function can be implemented by a combination of multiple sub-modules.

[0074] This embodiment also provides an electronic device, including at least one processor, a memory connected to the at least one processor, and at least one input-output interface connected to the at least one processor; the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor, so that the at least one processor can execute a method for automatically lowering a train bow in a contact network insulation anchor section joint area of ​​the aforementioned embodiment. The input-output interface may include a display, a keyboard, a mouse, and a USB interface for inputting and outputting data.

[0075] The electronic device can be an electronic device for a client, such as a laptop computer, a tablet computer, a desktop computer, etc., to execute a method for automatically lowering a train bow in a contact network insulation anchor section joint area according to Example 1.

[0076] Those skilled in the art can understand that: all or part of the steps of implementing the above-mentioned method embodiment can be completed by hardware related to program instructions, and the aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps of the above-mentioned method embodiment; and the aforementioned storage medium includes: mobile storage devices, read-only memories (ROM), disks or optical disks, etc. Various media that can store program codes.

[0077] When the above-mentioned integrated unit of the present invention is implemented in the form of a software functional unit and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present invention can be essentially or partly reflected in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the methods of each embodiment of the present invention. The aforementioned storage medium includes: various media that can store program codes, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0078] The present embodiment also provides a computer-readable storage medium, in which at least one instruction, at least one program, code set or instruction set is stored, and the at least one instruction, at least one program, code set or instruction set is loaded and executed by a processor to implement the above-mentioned method for automatic bow lowering control of a train in the joint area of ​​the insulated anchor section of the contact network.

[0079] Computer readable storage media can be tangible devices that hold and store instructions used by instruction execution devices. Computer readable storage media can be, for example, but not limited to, electronic storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any combination thereof.

[0080] For those skilled in the art, when understanding the solutions described in the specific embodiments of the present invention, they can refer to the conventional technical manuals in the field. At the same time, for the places where the above-mentioned terms appear, they can make appropriate understandings or adjustments for reference, and deduce the implementation of the same or similar technical solutions without paying any creative work.

[0081] The above embodiments describe only the basic principles, main features and / or advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and the invention content of the specification only describe the principles or specific cases of the present invention. Without departing from the essence of the innovative idea of ​​the present invention, the innovative scheme of the present invention may be subject to various changes and improvements, and these changes and improvements all fall within the scope of protection required by the present invention.

Claims

1. A method for controlling the automatic pantograph lowering of a train in the joint area of ​​an insulated anchor section of a contact network, characterized in that: An image processing mechanism is provided on the train to collect and process the pantograph-catenary image. The control method comprises the following steps: The image processing mechanism is used to collect pantograph-catwalk images at different times, and the pantograph-catwalk images are used to determine whether the train is stopped; Determine whether the train pantograph is located in the insulation anchor section joint area of ​​the line; When it is confirmed that the train is stopped and the train pantograph is located in the insulating anchor section joint area of ​​the line, the image processing mechanism outputs a pantograph lowering signal to the train; Determine whether the speed of the traction control system is 0; When it is confirmed that the traction control system speed is 0 and the train receives a pantograph lowering signal, the train outputs a pantograph lowering command; The train starts to lower the pantograph according to the pantograph lowering instruction.

2. The method for controlling the automatic pantograph lowering of a train in the contact network insulation anchor section joint area according to claim 1 is characterized in that: The image processing mechanism comprises a camera, which is an existing camera installed on the train and is fixed on the top of the train.

3. The method for controlling the automatic pantograph lowering of a train in the contact network insulation anchor section joint area according to claim 1, characterized in that: The method for judging whether the train is stopped by the bow-net image is: using the bow-net images collected at different time intervals for comparison, when all the bow-net images are consistent within a continuous set time, it is determined that the train is stopped, and the set time is 2 to 3 seconds.

4. The method for controlling the automatic pantograph lowering of a train in the contact network insulation anchor section joint area according to claim 3 is characterized in that: The image processing mechanism collects the bow-net image at a time interval of 200 to 500 ms.

5. The method for controlling the automatic pantograph lowering of a train in the contact network insulation anchor section joint area according to claim 1, characterized in that: The method for judging whether the train pantograph is located within the insulating anchor section joint area is as follows: comparing the pantograph-catenary image acquired in real time by the image processing mechanism with the typical image of the insulating anchor section joint area of ​​the line; when the pantograph-catenary image is consistent with the typical image of the insulating anchor section joint area, it is determined that the train pantograph is located within the insulating anchor section joint area of ​​the line.

6. The method for controlling the automatic pantograph lowering of a train in the contact network insulation anchor section joint area according to claim 5, characterized in that: The typical image of the insulating anchor section joint area is obtained by collecting images of different insulating anchor section joint areas through the image processing mechanism when the train is running on the line, and the images are stored in the image processing mechanism for comparison with the pantograph-net image collected in real time in the subsequent process to determine whether the train pantograph is located in the insulating anchor section joint area of ​​the line.

7. The method for controlling the automatic pantograph lowering of a train in the contact network insulation anchor section joint area according to any one of claims 1 to 6, characterized in that: When some anchor section joints in the line adopt segmented insulators to realize electrical segmentation, the method for the image processing mechanism to output a pantograph-lowering signal to the train is as follows: the pantograph-net image collected in real time by the image processing mechanism is compared with the typical image of the insulating anchor section joint area and the typical image of the segmented insulator respectively; when the pantograph-net image is consistent with the typical image of the insulating anchor section joint area or the typical image of the segmented insulator, it is determined that the train pantograph is located in the insulating anchor section joint area or the segmented insulator area; combined with the fact that the train is parked, the image processing mechanism outputs a pantograph-lowering signal to the train.

8. The method for controlling the automatic pantograph lowering of a train in the contact network insulation anchor section joint area according to any one of claims 1 to 6, characterized in that: After the image processing mechanism outputs a pantograph lowering signal to the train, the parking image and data information of the insulating anchor section joint area output by the image processing mechanism are transmitted to the ground vehicle dispatching room or operation control center through the vehicle-to-ground transmission system for verification and confirmation by ground operators.

9. A train automatic pantograph lowering control system in the contact network insulation anchor section joint area, characterized in that: The system comprises: An image acquisition module is used to collect bow-net images at different times through an image processing mechanism; A parking judgment module, used to judge whether the train is parked based on the pantograph image; The insulation anchor section joint judgment module is used to judge whether the train pantograph is located in the insulation anchor section joint area of ​​the line; A pantograph lowering signal output module, used for, when it is confirmed that the train is stopped and the train pantograph is located in the insulating anchor section joint area of ​​the line, the image processing mechanism outputs a pantograph lowering signal to the train; A speed judgment module, used to judge whether the speed of the traction control system is 0; The pantograph lowering command output module is used for outputting the pantograph lowering command when confirming that the speed of the traction control system is 0 and the train receives the pantograph lowering signal; The pantograph lowering module is used for the train to start lowering the pantograph according to the pantograph lowering instruction.

10. An electronic device comprising at least one processor and a memory in communication with the at least one processor; the memory stores instructions executed by the at least one processor, characterized in that: The instruction is executed by the at least one processor so that the at least one processor can execute the method for automatically lowering the train bow in the contact network insulation anchor section joint area as described in any one of claims 1 to 8.

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