Railway train-ground interconnection sensing early warning method

Abstract

The invention discloses a railway train-ground interconnection sensing early warning method. The method comprises the following steps: S1, modeling a coverage area of a trackside camera of a track line; s2, according to the position of the vehicle head, camera video information of the area in front of the vehicle head is obtained from the modeling data of the coverage area of the trackside cameras, and a front camera number list is established; s3, calling a corresponding video monitoring picture according to camera numbers in the front camera number list, screening out an area where someone goes on the lane, and pushing camera information of the corresponding area to a corresponding locomotive-mounted terminal and a ground staring and controlling terminal; s4, the locomotive-mounted terminal and the ground staring and controlling terminal receive the camera information and carry out early warning prompt; according to the method, a timely and effective information interconnection sharing channel is established between the locomotive driver and the on-road personnel, and timely, accurate and effective transmission of early warning information when the locomotive approaches is realized, so that the operation safety is guaranteed.

Description

Technical Field

[0001] The present invention relates to the field of railway information technology, and in particular to a railway vehicle-ground interconnection perception and early warning method. Background Art

[0002] In order to ensure the safety of railway on-track operations, there are currently a variety of protection and warning systems used on railway sites. The technical routes adopted are mainly divided into two categories: one is a safety protection and warning system for railway construction or inspection operations, which equips on-track personnel with positioning and warning terminals to monitor their position in real time, and notify relevant personnel in advance to get off the track and avoid the approaching train; the other is to use sensors such as cameras or radars. Ground monitoring personnel obtain the running position of the locomotive through the sensor devices, and issue a warning notification to relevant on-track personnel when a train is detected approaching, or install a sensor device on the front of the train to warn the driver when danger is detected ahead.

[0003] The limitation of the first technical route is that it can only issue warnings to personnel equipped with positioning warning terminals on the road, but cannot guarantee the safety of other personnel. The second technical route can make up for the shortcomings of the former, but the existing technical solutions do not interconnect the video information such as the position and status of the personnel on the road and the locomotive. The locomotives and personnel close to each other cannot obtain the specific status of each other through video and other sensor information. For example, the driver cannot know whether the personnel on the ground have left the road to avoid, which affects the timely and effective judgment of the personnel and poses certain safety hazards.

[0004] The statements herein merely provide background art related to the present invention and do not necessarily constitute prior art. Summary of the invention

[0005] In view of this, the purpose of the present invention is to propose a railway vehicle-ground interconnected perception and early warning method, to establish a timely and effective information interconnection and sharing channel between the locomotive driver and the on-track personnel, to achieve timely, accurate and effective transmission of early warning information when a vehicle approaches, thereby ensuring operational safety.

[0006] To achieve the above object, the present invention proposes a railway vehicle-ground interconnection perception and early warning method, comprising the following steps:

[0007] S1. Modeling the coverage area of ​​the trackside camera of the track line;

[0008] S2. According to the position of the train head, obtain the camera video information of the area in front of the train head from the modeling data of the coverage area of ​​the trackside camera, and establish a front camera number list;

[0009] S3. According to the camera number in the front camera number list, the corresponding video surveillance screen is retrieved, the area where people are on the road is screened out, and the camera information of the corresponding area is pushed to the corresponding locomotive onboard terminal and the ground monitoring terminal;

[0010] S4, the locomotive onboard terminal and the ground monitoring terminal receive the camera information and issue an early warning prompt.

[0011] Preferably, step S1 comprises the following steps:

[0012] S11, obtaining a satellite positioning electronic map of the track line, modeling the horizontal coverage of each trackside camera in the form of a polygon, and obtaining a default coverage of each camera;

[0013] S12, setting the default orientation of each camera and incorporating it into basic modeling data for management;

[0014] S13, starting the early warning system, and the background early warning server calculates the coordinates of the intersection of the default coverage range of each camera and the track line, so as to obtain all track areas covered by each camera;

[0015] S14. Traverse all cameras in the electronic map to obtain modeling data of the trackside camera coverage area corresponding to each track.

[0016] Preferably, in step S11, the horizontal coverage range of each trackside camera is modeled in the form of a triangle.

[0017] Preferably, step S2 comprises the following steps:

[0018] S21, the background warning server obtains the locomotive position according to different situations of locomotive traction and pushing;

[0019] S22. Based on the modeling data of the trackside camera coverage area and in combination with the interlocking code information obtained from the CTC system, search for all camera numbers within a safe distance S on the front approach of the train, and store them in a list of front camera numbers corresponding to the train.

[0020] Preferably, the safety distance S is determined based on the emergency braking distance, vehicle speed and personnel reaction time advance.

[0021] Preferably, in step S21, if the current train is in a locomotive traction state, the locomotive head position is used as the locomotive head position; if the current train is in a locomotive push state, the train head position calculated by STP is used as the locomotive head position.

[0022] Preferably, when the train is in the locomotive traction state, if the locomotive is in the shunting monitoring state, the position of the head of the train on the track calculated by STP is used as the locomotive position; if the locomotive is not in the shunting monitoring state, the locomotive position calculated based on satellite positioning is used as the locomotive position.

[0023] Preferably, in step S22, for the front camera number list, it is determined whether the first camera closest to the front position can be retained: when the default orientation of the first camera closest to the front position is the same as the direction of the train, the background warning server removes the camera from the front camera number list; when the default orientation of the first camera closest to the front position is opposite to the direction of the train, the front camera number list retains the camera.

[0024] Preferably, after step S22, the method further includes the following steps: when a camera in the front camera number list is rotated, the background warning server obtains the rotation angle from the video surveillance system and updates the coverage of the rotated camera.

[0025] Preferably, if the coverage of a camera in the front camera number list after rotation cannot cover the approach area ahead of the train, the camera is deleted from the front camera number list, thereby enhancing the flexibility and usability of the method.

[0026] Preferably, in step S3, areas where people are on the road are screened out according to an image recognition algorithm, thereby saving labor costs and improving the timeliness of the transmission of warning information.

[0027] Preferably, in step S4, for the locomotive on-board terminal, after receiving the camera information, it plays the video surveillance picture of the nearest area with people on the road in front in real time, and prompts the driver to warn; for the ground monitoring terminal, after receiving the camera information, the ground monitoring terminal immediately issues a warning, notifies the people on the road in the corresponding area to get off the road in time, and reminds them to pay attention to avoid oncoming vehicles.

[0028] Compared with the prior art, the technical solution of the present invention has the following advantages and beneficial effects:

[0029] The railway vehicle-ground interconnected perception and early warning method of the present invention models the coverage area of ​​the trackside camera of the track line, establishes a front camera number list, retrieves the corresponding video monitoring screen according to the camera number in the front camera number list, screens out the area where people are on the road, and pushes the camera information of the corresponding area to the corresponding locomotive vehicle-mounted terminal and the ground monitoring terminal and issues an early warning, establishes a timely and effective information interconnection and sharing channel between the locomotive driver and the on-road personnel, realizes the timely, accurate and effective transmission of early warning information when a vehicle approaches, thereby ensuring the safety of the operation;

[0030] This solution combines the electronic map of track geographic information with the monitoring coverage area of ​​the trackside camera, enriching the functional application scenarios and improving the scalability of the system; this solution comprehensively utilizes multi-source information such as STP, CTC, satellite positioning, and considers both traction and push operation states, improving the accuracy of positioning results; it is compatible with shunting or train mode, expanding the scope of application of the system;

[0031] This solution enhances the linkage between railway locomotive drivers, on-track operators and ground monitoring personnel. By transmitting on-site video monitoring images to all parties, the accuracy of early warning information is improved, which helps railway on-site operators to obtain potential safety risks in advance and take more effective countermeasures to avoid accidents.

[0032] This solution integrates the existing system information to facilitate unified management and has strong maintainability. Furthermore, this solution can be upgraded based on the existing STP, CTC, video surveillance and other systems of the railway, with low transformation cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a flow chart of a railway vehicle-ground interconnection perception and early warning method of the present invention;

[0034] Figure 2 A schematic diagram of modeling the coverage area of ​​a trackside camera in an embodiment of the present invention;

[0035] Figure 3 Graph showing the relationship between the camera orientation and the train running direction in an embodiment of the present invention. DETAILED DESCRIPTION

[0036] The following will be combined with the embodiments of the present invention Figure 1 to Figure 3 , the technical solutions, structural features, objectives achieved and effects in the embodiments of the present invention are described in detail.

[0037] It should be noted that the drawings are in a very simplified form and use non-precise proportions. They are only used to conveniently and clearly assist in explaining the embodiments of the present invention, and are not used to limit the conditions for the implementation of the present invention. Therefore, they have no substantive technical significance. Any structural modification, change in proportional relationship or adjustment of size, without affecting the effects and purposes that can be achieved by the present invention, should still fall within the scope of the technical content disclosed by the present invention.

[0038] It should be noted that, in the present invention, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only the elements explicitly listed, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0039] As described in the background technology, the current railway protection and warning system has safety hazards and limitations. In order to solve this problem, the present invention proposes a video-based railway vehicle-ground interconnected perception and warning method, which is based on vehicle-mounted and personnel positioning warning equipment, ground monitoring terminal equipment, video monitoring and identification equipment, and combined with STP (shunting protection system), CTC (dispatching centralized system) and electronic map of track lines to establish a multi-system information interconnection mechanism, so that the locomotive driver can obtain the working status video picture of the person in front in real time, and the ground monitoring personnel can also monitor the specific video status picture of the locomotive approaching the personnel on the track and the personnel on the track in real time.

[0040] like Figure 1 As shown, the railway vehicle-ground interconnection perception warning method of this embodiment includes the following steps:

[0041] S1, modeling the coverage area of ​​the trackside camera of the track line, the step S1 specifically includes the following steps:

[0042] S11. For a track line, obtain the corresponding satellite positioning electronic map of the track line, and then model the horizontal coverage of each trackside camera in the form of a polygon to obtain the default coverage of each camera;

[0043] In this embodiment, the model is modeled in the form of a triangle; Figure 2 As shown, take the installation position of each camera as the origin, mark the horizontal coverage of its triangle on the electronic map, and save the coordinates of each vertex of the triangle in turn. Then the three vertex coordinates [A0, A1, A2] of each camera coverage constitute its default coverage;

[0044] S12, setting the default orientation of each camera and incorporating it into basic modeling data for management;

[0045] S13, start the early warning system, and the background early warning server calculates the intersection coordinates [j1, j2, ..., jn] of the default coverage range of each camera and the track line, so as to obtain all track areas covered by each camera; Figure 2The entire track area covered by camera A in is the range from j1 to j2;

[0046] S14, traversing all cameras in the electronic map to obtain modeling data of the trackside camera coverage area corresponding to each track;

[0047] S2, according to the position of the train head, obtaining the camera video information of the area in front of the train head from the modeling data of the trackside camera coverage area, and establishing a front camera number list CameraList; this step S2 specifically includes the following steps:

[0048] S21, the background warning server obtains the locomotive position according to the different situations of locomotive traction and push, as follows:

[0049] If the current train is in the locomotive traction state, the locomotive head position is used as the locomotive head position; if the locomotive is in the shunting monitoring state, the position L(stp) of the train head on the track calculated by STP is used as the locomotive head position; if the locomotive is not in the shunting monitoring state, the locomotive head position L(gnss) calculated based on satellite positioning is used as the locomotive head position.

[0050] If the current train is in the locomotive push state, the locomotive is at the rear position, and the train head position L(stp) calculated by STP is used as the train head position.

[0051] S22. Based on the modeling data of the trackside camera coverage area and the interlocking code information obtained from the CTC system, search for all camera numbers within the safety distance S on the front approach of the vehicle, and store them in the front camera number list CameraList corresponding to the vehicle; wherein the safety distance S is determined based on the emergency braking distance, vehicle speed and personnel reaction time advance, and the value of the personnel reaction time advance is preferably greater than 150 seconds.

[0052] In step S22, for the established front camera number list CameraList, determine whether the first camera closest to the front position can be retained: since the camera has a "darkness under the light" situation (the camera has limited up and down viewing angles, resulting in the area within a certain radius of the camera cannot be covered), when the default orientation of the first camera closest to the front position is the same as the direction of the train, the background warning server removes the camera from the front camera number list CameraList; when the default orientation of the first camera closest to the front position is opposite to the direction of the train, the front camera number list CameraList retains the camera; wherein, the default orientation of the camera is obtained from the basic modeling data in the modeling data of the trackside camera coverage area. Figure 3A diagram showing the relationship between the camera orientation and the train running direction is shown. In the figure, the orientation of camera A is the same as the train running direction, and the orientations of cameras B and C are opposite to the train running direction.

[0053] S23, when a camera in the front camera number list CameraList is rotated, the background warning server obtains the rotation angle from the video monitoring system and updates the coverage of the rotated camera; further, if the coverage after rotation cannot cover the front approach area of ​​the train, the camera is deleted from the front camera number list CameraList;

[0054] S3. According to the camera number in the front camera number list CameraList, the corresponding video surveillance screen is retrieved, the area where people are on the road is screened out according to the image recognition algorithm, and the camera information of the corresponding area is pushed to the corresponding locomotive onboard terminal and the ground monitoring terminal;

[0055] S4, the locomotive onboard terminal and the ground monitoring terminal receive the camera information and issue an early warning prompt;

[0056] For the locomotive terminal, when receiving the information from the camera within the distance S ahead, it will play the video surveillance picture of the nearest area with people on the road ahead in real time and give the driver an early warning. At the same time, the driver can choose to switch to the surveillance pictures of other cameras within the modeling range.

[0057] For the ground monitoring terminal, the background warning server will send the camera information corresponding to the area where people are on the road and the corresponding locomotive position to the ground monitoring terminal. After receiving the information, the ground monitoring terminal will immediately issue a warning to notify the people on the road in the corresponding area to get off the road in time and remind them to avoid oncoming vehicles.

[0058] by Figure 3 Taking the situation in as an example, the practical application of the method of the present invention is explained. Figure 3 The coverage modeling of cameras A, B, and C in the electronic map is demonstrated. Since the train runs to the left along the track from behind camera A, all cameras within a safe distance S on the approach road in front of the train are numbered A and B, and are stored in the front camera number list CameraList; it is determined that the direction of the nearest camera A is the same as the direction of the train, so it is removed from the camera number list CameraList; the video surveillance image of camera B is retrieved, and according to the image recognition algorithm, it is identified that there are construction workers on the road in the coverage area of ​​B, so the information of camera B is pushed to the locomotive on-board terminal and the ground monitoring terminal; after receiving the video information, the on-board terminal pulls the video stream screen for playback and issues a warning prompt; after receiving the video information, the ground monitoring terminal pulls the video stream screen for playback and notifies the on-road personnel to get off the road in time to avoid it.

[0059] The method of the present invention has been put into practical application and has been verified in the laboratory, which has been proved to be effective in protecting railway traffic safety, reducing the manpower cost for safety protection, and having good feasibility and economic benefits.

[0060] Although the content of the present invention has been described in detail through the above preferred embodiments, it should be appreciated that the above description should not be considered as a limitation of the present invention. After reading the above content, it will be apparent to those skilled in the art that various modifications and substitutions of the present invention will occur. Therefore, the protection scope of the present invention should be limited by the appended claims.

Claims

1. A railway vehicle-ground interconnection perception and early warning method, characterized in that: The following steps are involved: S1. Modeling the coverage area of ​​the trackside camera of the track line; S2. According to the position of the train head, obtain the camera video information of the area in front of the train head from the modeling data of the coverage area of ​​the trackside camera, and establish a front camera number list; S3. According to the camera number in the front camera number list, the corresponding video surveillance screen is retrieved, the area where people are on the road is screened out, and the camera information of the corresponding area is pushed to the corresponding locomotive onboard terminal and the ground monitoring terminal; S4, the locomotive onboard terminal and the ground monitoring terminal receive the camera information and issue an early warning prompt.

2. The railway vehicle-ground interconnection perception and early warning method according to claim 1, characterized in that: Step S1 includes the following steps: S11, obtaining a satellite positioning electronic map of the track line, modeling the horizontal coverage of each trackside camera in the form of a polygon, and obtaining a default coverage of each camera; S12, setting the default orientation of each camera and incorporating it into basic modeling data for management; S13, starting the early warning system, and the background early warning server calculates the coordinates of the intersection of the default coverage range of each camera and the track line, so as to obtain all track areas covered by each camera; S14. Traverse all cameras in the electronic map to obtain modeling data of the trackside camera coverage area corresponding to each track.

3. The railway vehicle-ground interconnection perception and early warning method according to claim 2, characterized in that: In step S11, the horizontal coverage area of ​​each trackside camera is modeled in the form of a triangle.

4. The railway vehicle-ground interconnection perception and early warning method according to claim 2, characterized in that: Step S2 includes the following steps: S21, the background warning server obtains the locomotive position according to different situations of locomotive traction and push; S22. Based on the modeling data of the trackside camera coverage area and in combination with the interlocking code information obtained from the CTC system, search for all camera numbers within a safe distance S on the front approach of the train, and store them in a list of front camera numbers corresponding to the train.

5. The railway vehicle-ground interconnection perception and early warning method according to claim 4, characterized in that: The safety distance S is determined according to the emergency braking distance, vehicle speed and personnel reaction time advance.

6. The railway vehicle-ground interconnection perception and early warning method according to claim 4, characterized in that: In step S21, if the current train is in the locomotive traction state, the locomotive head position is used as the locomotive head position; if the current train is in the locomotive push state, the train head position calculated by STP is used as the locomotive head position.

7. The railway vehicle-ground interconnection perception and early warning method according to claim 6, characterized in that: When the train is in the locomotive traction state, if the locomotive is in the shunting monitoring state, the position of the head of the train on the track calculated by STP is used as the head position; If the locomotive is not in shunting monitoring state, the locomotive head position calculated based on satellite positioning is used as the locomotive head position.

8. The railway vehicle-ground interconnection perception and early warning method according to claim 4, characterized in that: In step S22, for the front camera number list, it is determined whether the first camera closest to the front position can be retained: when the default orientation of the first camera closest to the front position is the same as the train running direction, the background warning server removes the camera from the front camera number list; When the default orientation of the first camera closest to the front of the train is opposite to the running direction of the train, the front camera number list retains this camera.

9. The railway vehicle-ground interconnection perception and early warning method according to claim 4, characterized in that: After step S22, the method further includes the following steps: when a camera in the front camera number list is rotated, the background warning server obtains the rotation angle from the video monitoring system and updates the coverage of the rotated camera.

10. The railway vehicle-ground interconnection perception and early warning method according to claim 9, characterized in that: If the coverage of a camera in the front camera number list after rotation cannot cover the route area ahead of the train, the camera is deleted from the front camera number list.

11. The railway vehicle-ground interconnection perception and early warning method according to claim 1, characterized in that: In step S3, the area where people are on the road is screened out according to the image recognition algorithm.

12. The railway vehicle-ground interconnection perception and early warning method according to claim 1, characterized in that: In step S4, for the locomotive vehicle terminal, after receiving the camera information, it plays the video surveillance picture of the nearest area with people on the road in front in real time, and prompts the driver with an early warning; For the ground monitoring terminal, after receiving the camera information, the ground monitoring terminal immediately issues an early warning, notifies the people on the road in the corresponding area to get off the road in time, and reminds them to pay attention to avoid oncoming vehicles.

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