Vehicle-ground integrated obstacle detection and secondary accident protection method and system

Abstract

The invention discloses a train-ground integrated obstacle detection and secondary accident protection method and system, and the system comprises a train-mounted obstacle detection device which is used for detecting obstacles in a track area in front of a train and comprises an obstacle detection host, a power supply unit, and a laser radar and a telephoto camera which are connected with the obstacle detection host and the power supply unit, a vehicle TCMS is connected through the Ethernet or an MVB cable; the trackside obstacle detection equipment is used for monitoring obstacles in the area in real time and communicating with the trackside multi-mode wireless communication equipment through the Ethernet; the multi-mode wireless communication equipment is used for receiving alarm information of the vehicle-mounted obstacle detection equipment and the trackside obstacle detection equipment and transmitting the alarm information to the line obstacle monitoring platform; the platform is used for comprehensively presenting and managing obstacle monitoring information and equipment working states of managed lines, and the line obstacle monitoring platform visually presents alarm information, train parking positions and line obstacle positions.

Description

Technical Field

[0001] The present invention belongs to the technical field of train obstacle avoidance and accident protection, and more specifically, relates to a vehicle-ground integrated obstacle detection and secondary accident protection method and system. Background Art

[0002] Obstacles that abnormally invade the track limits and trains that abnormally stay on the line will pose a safety threat to the normal operation of trains and seriously affect the safety of rail transit train operations.

[0003] The current on-board active obstacle detection system mainly uses vision, radar and other methods to detect whether there are people and other obstacles in the track limit in front of the train in real time during the train operation. Due to the technical performance of detection sensors such as radar and camera, the detection distance of the existing on-board active obstacle detection system is generally about 300 meters, which can only basically meet the detection needs of trains running at a speed of 70-80 km / h on straight roads. With the expansion of the scale of rail transit network, the speed of trains continues to increase, and the number of lines with small curve radii continues to increase. The existing active detection methods can no longer meet the needs of ensuring the safe operation of trains in terms of detection distance. At the same time, the existing detection methods that rely solely on on-board detection methods will greatly reduce the detection effect of the detection system in extreme weather such as rain, snow and fog and on complex lines with a large number of curves.

[0004] In this context, there is a need for an obstacle detection system that can adapt to higher train operating speeds and cope with a large number of curves on the line. Summary of the invention

[0005] In order to solve the above technical problems, the present invention proposes a vehicle-ground integrated obstacle detection and secondary accident protection system, comprising:

[0006] The on-board obstacle detection device is installed on the train and is used to detect obstacles in the track area in front of the train. The on-board obstacle detection device includes an obstacle detection host, a power supply unit, and a connected laser radar and a telephoto camera, and is connected to the vehicle TCMS via Ethernet or MVB cable, and is connected to the emergency brake loop via a relay hard line;

[0007] Trackside obstacle detection equipment, installed at special sections of the track, is used to monitor obstacles in the area in real time and communicate with trackside multi-mode wireless communication equipment via Ethernet;

[0008] A multi-mode wireless communication device, installed at the same location as the vehicle-mounted and trackside devices, for receiving alarm information from the vehicle-mounted obstacle detection device and the trackside obstacle detection device, and transmitting the alarm information to the line obstacle monitoring platform;

[0009] The line obstacle monitoring platform is deployed in the central computer room and is used to comprehensively present and manage the obstacle monitoring information and equipment working status of the lines under its jurisdiction. The line obstacle monitoring platform visualizes the alarm information, train stop positions and line obstacle positions, and provides statistical data on the frequent locations and times of obstacles.

[0010] Furthermore, the on-board obstacle detection device warns the driver via an MVB interface or an Ethernet interface, and implements emergency braking of the train via a relay hard-wire signal.

[0011] Furthermore, trackside obstacle detection equipment is installed at special sections of the track to monitor obstacles in the area in real time and communicate with trackside multi-mode wireless communication equipment via Ethernet, including: the trackside obstacle detection equipment is installed at small curves, road-rail bridges and locations prone to natural disasters to improve the reliability and effectiveness of detection.

[0012] Furthermore, when a train stops abnormally on the line, the line obstacle monitoring platform warns the driver of the train in motion according to the alarm information to prevent rear-end collision.

[0013] Furthermore, the vehicle-mounted obstacle detection device also includes: a plurality of sensors for enhancing obstacle detection capability under complex line conditions.

[0014] The present invention also proposes a vehicle-ground integrated obstacle detection and secondary accident protection method, comprising:

[0015] Install on-board obstacle detection equipment on the train, use sensors such as lidar and telephoto cameras to detect obstacles in the track area in front of the train in real time, and transmit the detection information to the vehicle TCMS via Ethernet or MVB cable, while implementing emergency braking through relay hard-wire connection when necessary;

[0016] Install trackside obstacle detection equipment at special sections of the track to monitor obstacles in the area in real time and transmit the detected information to the multi-mode wireless communication equipment through the Ethernet interface;

[0017] Receive alarm information from vehicle-mounted and trackside obstacle detection equipment through multi-mode wireless communication equipment and transmit it to the line obstacle monitoring platform;

[0018] The alarm information, train stop positions and line obstacle positions are visualized on the line obstacle monitoring platform, and statistical analysis is performed on the frequent obstacle locations and times to achieve obstacle monitoring and train rear-end collision prevention functions.

[0019] Furthermore, after an obstacle is detected, a warning signal is sent to the train driver through the MVB interface or Ethernet interface, and if necessary, the train emergency brake is triggered through a relay hard-wire signal.

[0020] Furthermore, trackside obstacle detection equipment is installed at special sections of the track to monitor obstacles in the area in real time, and the detected information is transmitted to the multi-mode wireless communication device through the Ethernet interface, including: the trackside obstacle detection equipment is installed in track areas with small curves or prone to natural disasters to enhance the system's adaptability to complex line conditions.

[0021] Furthermore, when a train stops abnormally on the line, the line obstacle monitoring platform warns the driver of the train on the move according to the alarm information to prevent rear-end collisions and reduce the occurrence of secondary accidents.

[0022] Furthermore, the detection accuracy of different types of obstacles can be further improved by using multiple sensors in the vehicle-mounted obstacle detection device.

[0023] In general, the above technical solution conceived by the present invention has the following beneficial effects compared with the prior art:

[0024] The present invention constructs a rail transit line obstacle detection and secondary accident protection system that integrates vehicle and ground. Through dual active detection on the vehicle and on the ground and combined with a line obstacle monitoring platform, it can timely and effectively detect obstacles that affect train operation and abnormally stopped trains on the line, and warn drivers of normally operating trains and assist drivers in braking.

[0025] The system can effectively prevent running trains from colliding with obstacles on the line and rear-ending abnormally parked trains. When obstacles appear on the line or there are abnormally parked trains, the on-board detection equipment can warn the driver and brake the train through relay signals and EB / ATC loops. The line obstacle monitoring platform at the ground center of the system can report obstacles and the locations of abnormally parked trains to line maintenance personnel and train dispatchers as soon as possible, and can also provide maintenance personnel with statistical information such as the locations and time periods of frequent line obstacles. The system effectively extends the detection distance of the existing pure on-board active obstacle detection system, effectively solves the problem of train obstacle detection on special sections such as small curves, mountain slopes, and tunnels, and also realizes the train anti-rear-end collision function and line obstacle event management. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is a system structure diagram of Embodiment 1 of the present invention;

[0027] Figure 2 is a schematic diagram of the connection relationship of system devices in Example 1 of the present invention;

[0028] Figure 3 is a schematic diagram of the connection of the trackside equipment system of Example 1 of the present invention;

[0029] Figure 4 It is a flow chart of the method of embodiment 2 of the present invention. DETAILED DESCRIPTION

[0030] In order to better understand the above technical solution, the above technical solution will be described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0031] The method provided by the present invention can be implemented in the following terminal environment, and the terminal may include one or more of the following components: a processor, a storage medium, and a display screen. The storage medium stores at least one instruction, and the instruction is loaded and executed by the processor to implement the method described in the following embodiment.

[0032] The processor may include one or more processing cores. The processor uses various interfaces and lines to connect various parts in the entire terminal, and executes various functions of the terminal and processes data by running or executing instructions, programs, code sets or instruction sets stored in the storage medium, and calling data stored in the storage medium.

[0033] The storage medium may include a random access memory (RAM) or a read-only memory (ROM). The storage medium may be used to store instructions, programs, codes, code sets or instructions.

[0034] The display screen is used to display the user interface of each application.

[0035] In addition, those skilled in the art can understand that the structure of the above terminal does not constitute a limitation on the terminal, and the terminal may include more or fewer components, or combine certain components, or arrange the components differently. For example, the terminal also includes components such as a radio frequency circuit, an input unit, a sensor, an audio circuit, and a power supply, which will not be described in detail here.

[0036] Example 1

[0037] The system of the present invention has the following characteristics:

[0038] 1) The on-board, trackside and center three-dimensional detection system can detect obstacles and control trains without combining with signal systems such as train CBTC;

[0039] 2) While realizing obstacle detection, it can also realize secondary accident protection after abnormal train stopping;

[0040] 3) Use relay signals to assist braking through the EB / ATC emergency brake loop, without the need for signal systems or train control units, to achieve train braking control;

[0041] 4) Provide line maintenance and dispatching personnel with real-time display of obstacle locations or abnormal train stop locations, and statistics on frequent obstacle locations and times.

[0042] The following is a specific technical solution of the system of the present invention, as shown below:

[0043] 1. The system uses dual active detection on the vehicle and on the ground to effectively extend the detection distance of the vehicle monitoring system, solving the problem of long-distance detection difficulties in special line conditions such as curves.

[0044] The system consists of vehicle-mounted obstacle detection equipment, trackside obstacle detection equipment, multi-mode wireless communication equipment, line obstacle monitoring platform and wireless transmission network. The system consists of Figure 1 Shown include:

[0045] (1) On-board obstacle detection equipment: It is installed on operating trains to detect obstacles within the track limit range in front of the train during the operation of the train.

[0046] (2) Trackside obstacle detection equipment: It is installed at special sections of the line, such as small curves and special locations prone to natural disasters, to detect obstacles within its coverage area.

[0047] (3) Multi-mode wireless communication equipment: Co-located with the vehicle-mounted / trackside obstacle detection equipment, it obtains train / trackside deployment location information, receives alarm information from the vehicle-mounted / trackside obstacle detection equipment, and sends detection alarm information to the monitoring platform / approaching train.

[0048] (4) Line obstacle monitoring platform: The central equipment of the system is deployed in the line center room, which comprehensively presents the obstacle monitoring information and equipment working status of the lines under its jurisdiction.

[0049] 2. System equipment connection relationship, such as Figure 2 Shown include:

[0050] 2.1 Vehicle Equipment System Connection

[0051] (1) The vehicle-mounted obstacle detection host is connected to detection sensors such as lidar, telephoto camera, and video equipment through a Gigabit Ethernet cable.

[0052] (2) The vehicle obstacle detection host is connected to the vehicle TCMS via an Ethernet cable or MVB cable.

[0053] (3) The vehicle-mounted obstacle detection host is connected to the vehicle-mounted multi-mode wireless communication device via an Ethernet cable.

[0054] (4) The vehicle-mounted obstacle detection host is connected to the vehicle emergency brake loop and ATC loop through the expansion interface via relay hard wires.

[0055] (5) Multi-mode wireless communication devices can be connected to CIR devices via serial cables.

[0056] (6) The multi-mode wireless communication device can be connected to the vehicle's existing vehicle-to-ground wireless transmission device via an Ethernet cable. When connected to the existing vehicle-to-ground wireless transmission device, the multi-mode wireless communication device no longer needs to be equipped with a wireless transceiver antenna.

[0057] Specifically, the present invention controls the train to avoid obstacles through the following algorithm:

[0058]

[0059] Where f is the obstacle detection signal, which is used to describe the distance between the obstacle and the train, α is the first adjustment factor of the detection signal, β is the second adjustment factor of the detection signal, D(t) is the detection distance between the train and the obstacle at time t, D0 is the reference distance of the obstacle, γ is the third adjustment factor of the detection signal, θ is the detection angle between the train and the obstacle, ∈ is the fourth adjustment factor of the detection signal, φ is the volume of the obstacle, and v o is the relative speed between the obstacle and the train, v o，max is the maximum relative speed between the obstacle and the train, κ is the fifth adjustment factor of the detection signal, and E(t) is the wind speed at time t.

[0060]

[0061] Among them, u b (t) is the braking command signal for the train at time t, which is used to determine whether the train should decelerate to a certain speed, k b is the braking gain, which is used to control the strength of the braking command signal. safe is the safety distance, which indicates the minimum safety distance that the train should maintain with the obstacle during obstacle avoidance, λ2 is, n is the average braking command signal at the previous n moments, u b (tj) is the braking command signal to the train at time tj.

[0062] 2.2. Trackside equipment system connection, such as Figure 3 Shown include:

[0063] (1) The trackside obstacle detection host is connected to detection sensors such as lidar, telephoto camera, and video equipment through a Gigabit Ethernet cable.

[0064] (2) The trackside obstacle detection host is connected to the trackside multi-mode wireless communication device via an Ethernet cable.

[0065] (3) The trackside multi-mode wireless communication equipment has interfaces for connecting to multiple trackside obstacle detection hosts.

[0066] 3. The main functions of the equipment are as follows:

[0067] The vehicle-ground integrated track obstacle detection system can provide trains with ultra-long-distance track obstacle detection through vehicle-ground coordinated detection, and send alarm information to the driver through TCMS, which can be extended to assist train braking through the brake control loop. The system also provides real-time line obstacle intrusion position, obstacle level and position indication for the train commander.

[0068] 3.1 Vehicle-mounted obstacle detection equipment

[0069] (1)Supports object recognition and detection using lidar, telephoto camera, and video.

[0070] (2) Supports the recognition and detection of the size of objects in the inspection area and the measurement of the distance from the train.

[0071] (3) Supports identification of track areas and train travel directions.

[0072] (4) Support Ethernet and MVB interface output of detection alarm information.

[0073] (5) Support receiving data sent by TCMS through Ethernet and MVB interface.

[0074] (6) It can provide hard-wired interface for the relays of emergency brake loop and ATC loop.

[0075] (7) Supports storage of alarm information and video of 10 seconds before and 30 seconds after the alarm.

[0076] (8)Support periodic heartbeat information output.

[0077] (9) Support self-checking and detection failure alarm and recording.

[0078] 3.2 Trackside obstacle detection equipment

[0079] (1) A laser radar, telephoto camera, and video camera can be connected simultaneously, with no less than 2 devices of each type.

[0080] (2) Support line track area identification or detection area setting.

[0081] (3) Supports the recognition and detection of the size of objects within the detection area.

[0082] (4) Supports obstacle location within the detection area.

[0083] (5)Supports Ethernet interface output of detection alarm information.

[0084] (6) Supports storage and remote retrieval of alarm information and video 10 seconds before and 30 seconds after the alarm.

[0085] (7)Support periodic heartbeat information output.

[0086] (8) Support self-checking and detection failure alarm and recording.

[0087] 3.3 Multi-mode wireless communication equipment

[0088] (1) Support multiple wireless network standards access, and can access no less than 2 wireless network standards at the same time.

[0089] (2) Support identity registration and deregistration to the line obstacle detection platform.

[0090] (3) Support the setting conversion of on-board working mode and trackside working mode.

[0091] (4) The vehicle working mode has functions

[0092] (4.1) Support receiving the train number, running section, running speed and other information in TCMS forwarded by the on-board obstacle detection equipment through the Ethernet interface and calculate the mileage position of the train line in real time.

[0093] (4.2) Support receiving satellite positioning public information output by CIR equipment through serial interface, and calculate the mileage position of the train line based on the line, section and geographic coordinates in the information.

[0094] (4.3)Support extended Beidou positioning.

[0095] (4.4) Support receiving the heartbeat information of the vehicle obstacle detection host via Ethernet.

[0096] (4.5) Supports sending train location information, on-board obstacle detection host and its own heartbeat information to the line obstacle detection platform at a periodic interval of 2 seconds.

[0097] (4.6) Supports receiving obstacle alarm information issued by the on-board obstacle detection equipment through the Ethernet interface, and sending the received alarm information, train position, obstacle distance position, train speed and other information to the line obstacle detection platform.

[0098] (4.7) After receiving the abnormal stop information of the train, it supports sending the abnormal stop alarm information including the train number, running section and stop location to the line obstacle detection platform.

[0099] (4.8) Supports receiving alarm information issued by the line obstacle detection platform through the wireless network, and sending the received alarm information and the real-time position of the train to the obstacle detection equipment of the train.

[0100] (5) Trackside working mode has functions

[0101] (5.1) Supports the setting of the device’s line, section, and mileage location information.

[0102] (5.2) Support receiving obstacle alarm information issued by trackside obstacle detection equipment through the Ethernet interface, and sending the received alarm information, the line mileage position of the detection equipment, and the obstacle location information to the line obstacle detection platform.

[0103] (5.3) Supports simultaneous access of no less than 2 sets of obstacle detection devices.

[0104] (5.4) Supports receiving the heartbeat information of the trackside obstacle detection host, and sending the heartbeat information of the obstacle detection host and its own heartbeat information to the line obstacle detection platform.

[0105] (6) Support self-check and equipment failure alarm and recording

[0106] 3.4 Line obstacle detection platform

[0107] (1) Supports visualization and management of obstacle alarms, obstacle levels and locations, and obstacle clearance status for multiple routes.

[0108] (2) Support the visualization and management of abnormal train stop alarms, train stop locations, and alarm releases on the lines under its jurisdiction.

[0109] (3) Supports forwarding of obstacle alarms and abnormal train stop alarm information based on location relationships within the jurisdiction.

[0110] (4) Support the working status monitoring and failure warning of vehicle-mounted / trackside obstacle detection equipment and multi-mode wireless communication equipment within the jurisdiction.

[0111] (5) Support the dynamic expansion of trackside obstacle detection equipment and the management of its location and quantity.

[0112] (6) Supports data analysis and visualization functions such as the number of alarms, obstacle levels, and locations where obstacles frequently occur.

[0113] 4. The system function implementation process is as follows:

[0114] 4.1 Vehicle detection alarm

[0115] (1) During the operation of the train, the on-board obstacle detection equipment detects in real time whether there are obstacles that affect driving safety in the track area ahead of the train.

[0116] (2) During the operation of the train, the on-board obstacle detection equipment receives the vehicle time, running speed, section information and other data sent by the vehicle TCMS in real time and forwards it to the on-board multi-mode wireless communication equipment for calculating the real-time mileage position of the train on the line.

[0117] (3) When the on-board obstacle detection device detects an obstacle that affects driving safety ahead of the train, it sends an alarm message to the vehicle TCMS through the MVB interface or Ethernet interface and displays it to the driver on the HMI in the driver's cab. When necessary, the on-board obstacle detection device outputs a signal to the emergency brake loop and ATC loop synchronously through the TCMC interface and the relay interface on the I / O interface board to brake the train.

[0118] (4) When the on-board obstacle detection device detects an obstacle that affects driving safety ahead of the train, it sends an alarm message to the on-board multi-mode wireless communication device through the Ethernet interface and simultaneously sends the distance information of the obstacle from the train.

[0119] (5) After receiving the alarm information, the vehicle-mounted multi-mode wireless communication device sends the alarm information and obstacle location information to the line obstacle monitoring platform.

[0120] (6) After receiving the alarm information and obstacle location from the on-board detection equipment, the route obstacle monitoring platform displays the specific location and discovery time of the obstacle on the route map and records the above information in the platform database.

[0121] 4.2 Trackside detection alarm

[0122] (1) Trackside obstacle detection equipment detects in real time whether there are obstacles that affect driving safety in the coverage area.

[0123] (2) When the trackside obstacle detection device detects an obstacle that affects driving safety in its coverage area, it sends an alarm message to the trackside multi-mode wireless communication device through the Ethernet interface and simultaneously sends the distance of the obstacle from the trackside detection device in the direction of train operation.

[0124] (3) After receiving the alarm information, the trackside multi-mode wireless communication device sends the alarm information and obstacle location information to the line obstacle monitoring platform.

[0125] (4) After the track obstacle monitoring platform receives the alarm information and obstacle location information sent by the trackside obstacle detection equipment to the platform, the platform sends the obstacle location information to the trains in the area through the wireless network, displays the obstacle location and alarm information on the platform route map, and records it in the platform database.

[0126] (5) After receiving the line obstacle information sent by the platform, the on-board multi-mode wireless communication device sends the received alarm information and the real-time position information of the train to the on-board obstacle detection device.

[0127] (6) After receiving the alarm information and train position sent by the on-board multi-mode wireless communication device, the on-board obstacle detection device calculates the distance between the obstacle and the train.

[0128] (7) The on-board obstacle detection equipment will give the driver prompts, alarms, and even assist emergency braking based on the distance between the obstacle and the train. The on-board obstacle detection equipment will send the driver's prompts or alarm information to the vehicle TCMS through the MVB interface or Ethernet interface and present it to the driver on the HMI in the driver's cab.

[0129] (8) When assisting the driver in emergency braking, the on-board obstacle detection device outputs signals to the emergency braking loop and ATC loop synchronously through the TCMC interface and the relay interface on the I / O interface board to brake the train.

[0130] 4.3 Abnormal train stop alarm

[0131] (1) After a train stops abnormally, the driver can send abnormal stop information to the on-board obstacle detection device through the train HMI display screen or other means.

[0132] (2) After receiving the abnormal parking information, the on-board obstacle detection device forwards the information to the on-board multi-mode wireless communication device.

[0133] (3) After receiving the abnormal parking information, the on-board multi-mode wireless communication device sends abnormal parking alarm information carrying the basic information of the train and the parking location to the line obstacle detection platform.

[0134] (4) After the line obstacle detection platform receives the abnormal stop alarm information, the platform sends the abnormal stop alarm and location information to the trains in the area through the wireless network, and displays the location, train number and alarm information of the abnormal stop train on the platform line map.

[0135] (5) After receiving the abnormal line stop alarm information sent by the platform, the on-board multi-mode wireless communication device sends the received alarm information and the real-time position information of the train to the on-board obstacle detection device.

[0136] (6) After receiving the alarm information and train position sent by the on-board multi-mode wireless communication device, the on-board obstacle detection device sends a prompt message to the vehicle TCMS through the MVB interface or Ethernet interface.

[0137] 4.4 Train position calculation and transmission

[0138] (1) During the operation of the train, the on-board obstacle detection equipment receives the vehicle time, running speed, section information and other data sent by the vehicle TCMS in real time and forwards it to the on-board multi-mode wireless communication device.

[0139] (2) The on-board multi-mode wireless communication equipment obtains the train running line section and calculates the train's line position through the running range information and running speed information provided by TCMS.

[0140] (3) The on-board multi-mode wireless communication device has the ability to connect to the CIR device and obtain the geographic coordinate information of the train's running route and the route location from the public information port of the CIR satellite positioning unit to calculate the train's route location.

[0141] (4) After the on-board multi-mode wireless communication equipment expands the Beidou positioning function, the train's line position is calculated through the Beidou satellite positioning signal and the operating range information and operating speed information provided by TCMS.

[0142] (5) The on-board multi-mode wireless communication equipment sends the train line, section, train position, and speed information to the line obstacle detection platform at intervals of 2 seconds.

[0143] 4.5 Wireless transmission of alarm information between vehicle and ground

[0144] The multi-mode wireless communication equipment on board and on the trackside can realize wireless communication based on GSM-R, 5G-R, LTE-M, EUHT, WiFi and other networks, and can simultaneously access no less than 2 wireless networks of different standards.

[0145] The line obstacle detection platform can be connected to the wireless network used by the system through wired means.

[0146] (1) After the multi-mode wireless communication equipment on the train and trackside is turned on, in addition to registering with the local wireless network, it is also necessary to register with the line obstacle detection platform.

[0147] (2) When the on-board and trackside multi-mode wireless communication devices transmit information to the platform, they directly send the required information to the platform based on the platform's IP address in the network.

[0148] (3) When the platform sends information to a vehicle-mounted multi-mode wireless communication device, it may use a broadcast method or a selected method to send the required transmission information to the vehicle-mounted multi-mode wireless communication device registered in the platform.

[0149] (4) When broadcasting occurs, the information to be transmitted is sent to each device based on the IP address of all vehicle-mounted multi-mode wireless communication devices registered in the platform, or it is sent using network broadcasting.

[0150] (5) When sending in a selected manner, trains within a certain mileage range are selected based on the line, section, and mileage location of the train, and the information to be transmitted is sent to them based on their IP addresses.

[0151] Example 2

[0152] like Figure 4 As shown, an embodiment of the present invention further provides a vehicle-ground integrated obstacle detection and secondary accident protection method, comprising:

[0153] Step 101, installing an on-board obstacle detection device on the train, using sensors such as laser radar and telephoto camera to detect obstacles in the track area in front of the train in real time, and transmitting the detection information to the vehicle TCMS via Ethernet or MVB cable, and implementing emergency braking through relay hard-wire connection when necessary;

[0154] Step 102, installing trackside obstacle detection equipment at a special section of the track, monitoring obstacles in the area in real time, and transmitting the detected information to the multi-mode wireless communication device through an Ethernet interface;

[0155] Step 103, receiving alarm information from vehicle-mounted and trackside obstacle detection equipment through a multi-mode wireless communication device, and transmitting it to a line obstacle monitoring platform;

[0156] Step 104, visually present the alarm information, train stop position and line obstacle position on the line obstacle monitoring platform, and perform statistical analysis on the frequent obstacle positions and times to achieve obstacle monitoring and train rear-end collision prevention functions.

[0157] Specifically, after an obstacle is detected, a warning signal is sent to the train driver through the MVB interface or Ethernet interface, and when necessary, the train emergency braking is triggered through a relay hard-wire signal to reduce the occurrence of secondary accidents.

[0158] Specifically, trackside obstacle detection equipment is installed at special sections of the track to monitor obstacles in the area in real time, and the detected information is transmitted to the multi-mode wireless communication device through the Ethernet interface, including: the trackside obstacle detection equipment is installed in small curves or track areas prone to natural disasters to enhance the system's adaptability to complex line conditions.

[0159] Specifically, when there is an abnormally stopped train, the line obstacle monitoring platform warns the driver of the running train according to the alarm information to prevent rear-end collision.

[0160] Specifically, the detection accuracy of different types of obstacles is further improved by using multiple sensors in the vehicle-mounted obstacle detection device.

[0161] Specifically, the present invention uses the following algorithm to control the train to avoid obstacles through the on-board obstacle detection device:

[0162]

[0163] Where f is the obstacle detection signal, which is used to describe the distance between the obstacle and the train, α is the first adjustment factor of the detection signal, β is the second adjustment factor of the detection signal, D(t) is the detection distance between the train and the obstacle at time t, D0 is the reference distance of the obstacle, γ is the third adjustment factor of the detection signal, θ is the detection angle between the train and the obstacle, ∈ is the fourth adjustment factor of the detection signal, φ is the volume of the obstacle, and v o is the relative speed between the obstacle and the train, v o，max is the maximum relative speed between the obstacle and the train, κ is the fifth adjustment factor of the detection signal, and E(t) is the wind speed at time t.

[0164]

[0165] Among them, u b (t) is the braking command signal for the train at time t, which is used to determine whether the train should decelerate to a certain speed, k b is the braking gain, which is used to control the strength of the braking command signal. safe is the safety distance, which indicates the minimum safety distance that the train should maintain with the obstacle during obstacle avoidance, λ2 is, n is the average braking command signal at the previous n moments, u b (tj) is the braking command signal to the train at time tj.

[0166] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0167] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0168] In the several embodiments provided by the present invention, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the system embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0169] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0170] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0171] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and 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 perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only storage medium (ROM, Read-Only Memory), random access storage medium (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0172] Obviously, the above embodiments are merely examples for the purpose of clear explanation, and are not intended to limit the implementation methods. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation methods here. The obvious changes or modifications derived therefrom are still within the scope of protection of the invention.

Claims

1. A vehicle-ground integrated obstacle detection and secondary accident protection system, characterized in that: include: The on-board obstacle detection device is installed on the train and is used to detect obstacles in the track area in front of the train. The on-board obstacle detection device includes an obstacle detection host, a power supply unit, and a connected laser radar and a telephoto camera, and is connected to the vehicle TCMS via Ethernet or MVB cable, and is connected to the emergency brake loop via a relay hard line; Trackside obstacle detection equipment, installed at special sections of the track, is used to monitor obstacles in the area in real time and communicate with trackside multi-mode wireless communication equipment via Ethernet; A multi-mode wireless communication device, installed at the same location as the vehicle-mounted and trackside devices, for receiving alarm information from the vehicle-mounted obstacle detection device and the trackside obstacle detection device, and transmitting the alarm information to the line obstacle monitoring platform; The line obstacle monitoring platform is deployed in the central computer room and is used to comprehensively present and manage the obstacle monitoring information and equipment working status of the lines under its jurisdiction. The line obstacle monitoring platform visualizes the alarm information, train stop positions and line obstacle positions, and provides statistical data on the frequent locations and times of obstacles.

2. The vehicle-ground integrated obstacle detection and secondary accident protection system according to claim 1, characterized in that: The on-board obstacle detection device warns the driver via the MVB interface or the Ethernet interface, and implements emergency braking of the train via a relay hard-wire signal.

3. The vehicle-ground integrated obstacle detection and secondary accident protection system according to claim 1, characterized in that: Trackside obstacle detection equipment is installed at special sections of the track to monitor obstacles in the area in real time and communicate with trackside multi-mode wireless communication equipment via Ethernet. The trackside obstacle detection equipment is installed at small curves or locations prone to natural disasters to improve the reliability and effectiveness of detection.

4. The vehicle-ground integrated obstacle detection and secondary accident protection system according to claim 1, characterized in that: When a train stops abnormally, the line obstacle monitoring platform warns the driver of the train in motion according to the alarm information to prevent rear-end collision.

5. The vehicle-ground integrated obstacle detection and secondary accident protection system according to claim 1, characterized in that: The vehicle-mounted obstacle detection device also includes: a plurality of sensors for enhancing obstacle detection capability under complex line conditions.

6. A vehicle-ground integrated obstacle detection and secondary accident protection method, characterized in that: include: Install on-board obstacle detection equipment on the train, use sensors such as lidar and telephoto cameras to detect obstacles in the track area in front of the train in real time, and transmit the detection information to the vehicle TCMS via Ethernet or MVB cable, while implementing emergency braking through relay hard-wire connection when necessary; Install trackside obstacle detection equipment at special sections of the track to monitor obstacles in the area in real time and transmit the detected information to the multi-mode wireless communication equipment through the Ethernet interface; Receive alarm information from vehicle-mounted and trackside obstacle detection equipment through multi-mode wireless communication equipment and transmit it to the line obstacle monitoring platform; The alarm information, train stop positions and line obstacle positions are visualized on the line obstacle monitoring platform, and statistical analysis is performed on the frequent obstacle locations and times to achieve obstacle monitoring and train rear-end collision prevention functions.

7. The vehicle-ground integrated obstacle detection and secondary accident protection method according to claim 6, characterized in that: After an obstacle is detected, a warning signal is sent to the train driver through the MVB interface or Ethernet interface, and if necessary, the train emergency braking is triggered through a relay hard-wire signal to reduce the occurrence of secondary accidents.

8. The vehicle-ground integrated obstacle detection and secondary accident protection method according to claim 6, characterized in that: Trackside obstacle detection equipment is installed at special sections of the track to monitor obstacles in the area in real time, and the detected information is transmitted to the multi-mode wireless communication device through the Ethernet interface, including: the trackside obstacle detection equipment is installed in small curves or track areas prone to natural disasters to enhance the system's adaptability to complex line conditions.

9. The vehicle-ground integrated obstacle detection and secondary accident protection method according to claim 6, characterized in that: When a train that often stops appears on the line, the line obstacle monitoring platform warns the driver of the train on the move according to the alarm information to prevent rear-end collision.

10. The vehicle-ground integrated obstacle detection and secondary accident protection method according to claim 6, characterized in that: By using multiple sensors in the vehicle-mounted obstacle detection equipment, the detection accuracy of different types of obstacles can be further improved.

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