Dynamic test method and system for railway train detection equipment

Abstract

The invention discloses a dynamic test method and system for railway train detection equipment, and the method comprises the following steps: S1, after a control center receives a test request sent by the detection equipment, carrying out S11 safety region delimiting, S12 safety region detection, S13 detection equipment initial state confirmation, and S14 safety door closing; s2, the detection equipment reciprocates in the safe area and executes a test task; and S3, the detection equipment completes the test task, and the control center executes the steps of S31 detection equipment end state confirmation and S32 safety area end state confirmation. The safety of the safety area and the detection equipment is ensured; the control center manages the operation of the detection equipment through an automatic process, so that the efficient execution of a detection task is ensured, the requirement of manual intervention is reduced, and the detection efficiency is improved; the detection equipment can reciprocate at a high speed in a safe area, can simulate the actual vehicle passing speed and the vehicle passing state on site, and improves the accuracy and authenticity of a detection result.

Description

Technical Field

[0001] This application relates to the field of railway train detection equipment, and particularly to a dynamic testing method and system for railway train detection equipment. Background Art

[0002] In the operation detection of railway trains, the detection equipment for EMUs entering and leaving the depot needs to travel in the detection area at a speed not lower than 90% of the maximum detection speed and record the detection results. During the entire detection process, the detection equipment moves back and forth in the detection area, and there are extremely high safety requirements such as no pedestrians and no obstacles in the detection area.

[0003] In the existing railway train operation detection, the detection is mainly carried out through the functions of the detection equipment itself, and it is impossible to truly simulate the actual passing speed and passing state of the train on site, resulting in low authenticity and accuracy of the detection; and it often highly depends on manually issuing operation commands, with low detection efficiency and unable to meet the requirements of high-speed driving. Summary of the Invention

[0004] In view of this, this application provides a dynamic testing method for railway train detection equipment, including the following steps executed in sequence:

[0005] S1: After the control center receives a test request sent by the detection equipment, it performs S11 safety area demarcation, S12 safety area detection, S13 initial state confirmation of the detection equipment, and S14 safety door closing;

[0006] S2: The control center sends a test command to the detection equipment, and the detection equipment performs reciprocating motion in the safety area and executes the test task;

[0007] S3: After the detection equipment completes the test task and sends an end signal to the control center, the control center executes: S31 end state confirmation of the detection equipment, and S32 end state confirmation of the safety area.

[0008] Further, in S1,

[0009] The S11 safety area demarcation includes: the control center demarcates the safety area range and sends a signal to the grating fence outside the safety area range to activate the grating alarm;

[0010] The S12 safety area detection includes: the control center activates the monitoring camera in the safety area to perform image acquisition, and sends the image back to the control center to judge personnel and obstacle information according to the recognition algorithm;

[0011] The initial state confirmation of the S13 detection device includes: the control center determines whether the detection device has reached the starting position of departure according to the positioning tag of the detection device;

[0012] The S14 safety door closing includes: the control center controls the safety door to close;

[0013] After all of S11 to S14 are completed, the process enters step S2.

[0014] Furthermore, the S11 safety area demarcation includes the demarcation of the acceleration area, the high-speed area, and the deceleration area.

[0015] Furthermore, in step S2,

[0016] The door position sensor is used to determine whether the safety door is always in the closed state,

[0017] The monitoring camera is used to determine whether there is a safety abnormality in the safety area range,

[0018] When there is a safety abnormality in the safety door and / or within the safety area range, the control center immediately sends an end signal to the detection device.

[0019] Furthermore, in step S2, the reciprocating motion time and number of times of the detection device are preset by the control center.

[0020] Furthermore, in S3,

[0021] The S31 detection device end state confirmation includes: detection device speed confirmation and detection device position confirmation;

[0022] The S32 safety area end state confirmation includes: the grating fence closing confirmation and the safety door opening confirmation.

[0023] Furthermore, the speed of the detection device is confirmed by the detection device speed sensor, and the opening or closing of the grating fence is confirmed by the monitoring camera.

[0024] Correspondingly, the present invention also provides a dynamic test system for a railway train detection device for implementing the above method, including:

[0025] A detection device, which is used to perform detection tasks within the safety area;

[0026] A guarantee device, which is used to guarantee the safety of the safety area;

[0027] A monitoring device, which is used to monitor the detection device and the guarantee device;

[0028] A control center, which is communicatively connected to the detection device, the safeguard device, and the monitoring device, delimits the safe area, causes the detection device to perform detection tasks, and receives the monitoring information of the monitoring device.

[0029] Further, the detection device includes: a detection device position sensor, a detection device speed sensor, a door position sensor, and a monitoring camera.

[0030] Further, the safeguard device includes: a grating fence and a security door. The grating fence is located on the periphery of the safe area, and the security door is located at the entrance and exit of the safe area.

[0031] By ensuring the safety of the safe area and the detection device, the present invention avoids the influence of pedestrians or obstacles on the dynamic testing process; the control center manages the operation of the detection device through an automated process, ensuring the efficient execution of detection tasks, reducing the need for manual intervention, and improving the detection efficiency; the detection device can reciprocate at high speed within the safe area, capable of simulating the actual vehicle passing speed and vehicle passing state on-site, improving the accuracy and authenticity of the detection results. Description of the Drawings

[0032] Figure 1 is a flowchart of a dynamic testing method for a railway train detection device of the present application;

[0033] Figure 2 is a composition diagram of a dynamic testing system for a railway train detection device of the present application;

[0034] Figure 3 is a diagram of on-site implementation of the present application. Detailed Embodiments

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the following will elaborate on the various embodiments of the present application with reference to the accompanying drawings. However, those of ordinary skill in the art can understand that in the various embodiments of the present application, many technical details are presented to help the reader better understand the present application. However, even without these technical details and various changes and modifications based on the following embodiments, the technical solutions claimed in the present application can still be implemented.

[0036] In the following description, certain specific details are set forth for purposes of explaining various disclosed embodiments to provide a thorough understanding of the various disclosed embodiments. However, those skilled in the relevant art will recognize that the embodiments can be practiced without one or more of these specific details. In other instances, well-known devices, structures, and techniques associated with the present application may not be shown or described in detail to avoid unnecessarily obscuring the description of the embodiments.

[0037] Unless the context requires otherwise, throughout the specification and claims, the words "comprising" and its variations such as "including" and "having" shall be understood in an open, inclusive sense, i.e., shall be interpreted as "including, but not limited to".

[0038] The following will describe each embodiment of the present application in detail with reference to the accompanying drawings, so as to more clearly understand the purpose, features and advantages of the present application. It should be understood that the embodiments shown in the drawings are not limitations on the scope of the present application, but only to illustrate the essential spirit of the technical solution of the present application.

[0039] References to "one embodiment" or "an embodiment" throughout the specification mean that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. Thus, appearances of "in one embodiment" or "in an embodiment" in various places throughout the specification are not necessarily all referring to the same embodiment. Additionally, the particular features, structures, or characteristics may be combined in any manner in one or more embodiments.

[0040] In the operation detection of railway trains, detection equipment for the entry and exit of multiple unit trains needs to travel in the detection area at a speed not lower than 90% of the maximum detection speed and record the detection results. During the entire detection process, the detection equipment moves back and forth in the detection area, and there are extremely high safety requirements such as no pedestrians and no obstacles in the detection area.

[0041] In the existing railway train operation detection, mainly the functions of the detection equipment itself are used for detection, and it is impossible to truly simulate the actual passing speed and passing state of trains on site, resulting in low detection authenticity and accuracy; and it often highly depends on manually issuing operation commands, with low detection efficiency and unable to meet the requirements of high-speed operation.

[0042] In view of this, the present invention proposes a dynamic testing method and system for railway train detection equipment, which can solve the above problems to a certain extent.

[0043] Specifically, the technical solution of the present invention is as follows:

[0044] A dynamic testing method for railway train detection equipment, as Figure 1 shown, includes the following steps executed in sequence,

[0045] S1: After the control center receives a test request sent by the detection equipment, it performs S11 safety area demarcation, S12 safety area detection, S13 detection equipment initial state confirmation, and S14 safety door closing;

[0046] S2: The control center sends a test command to the detection equipment, and the detection equipment performs reciprocating motion in the safety area and executes a test task;

[0047] S3: The detection device completes the test task and sends an end signal to the control center. The control center executes: S31 Confirm the end status of the detection device, and S32 Confirm the end status of the safety area.

[0048] By ensuring the safety of the safety area and the detection device, the present invention avoids the influence of pedestrians or obstacles on the dynamic test process. The control center manages the operation of the detection device through an automated process, ensuring the efficient execution of the detection task, reducing the need for manual intervention, and improving the detection efficiency. The detection device can move back and forth at a high speed within the safety area, capable of simulating the actual vehicle passing speed and vehicle passing state on-site, improving the accuracy and authenticity of the detection results.

[0049] Among them, the detection device is preferably a trolley capable of communicating with the control center.

[0050] Among them, safety doors are located at the entrance and exit of the safety area, preferably automatic interlocking safety doors, and the interlocking mechanism further enhances the safety of the detection environment.

[0051] The control center is characterized by automation and low dependence on manual labor, and realizes standardized process execution in request reception, instruction issuance, process monitoring, and end confirmation.

[0052] Further, in S1,

[0053] The delimitation of the safety area in S11 includes: The control center delimits the scope of the safety area and sends a signal to the grating fence within the safety area to activate the grating alarm.

[0054] The detection of the safety area in S12 includes: The control center activates the monitoring camera within the safety area to collect images, and transmits the images back to the control center to judge personnel and obstacle information according to the recognition algorithm.

[0055] The confirmation of the initial state of the detection device in S13 includes: The control center judges whether the detection device reaches the starting position of departure according to the positioning tag of the detection device.

[0056] The closing of the safety door in S14 includes: The control center controls the automatic interlocking safety door to close.

[0057] After all of S11 - S14 are executed, then enter step S2.

[0058] Among them, the so-called "all executed" means: the steps are executed, the states of each device meet the execution conditions, and safety is confirmed.

[0059] Among them, the safety area is delimited according to the following criteria: Based on the historical operation trajectory and data of the detection device, a sufficiently large safety area is delimited to ensure that there is sufficient braking distance reserved for unexpected situations during the dynamic test; in rainy or snowy weather, the range of the safety area is further extended; for dynamic test scenarios with higher speed requirements, it is also necessary to ensure a larger safety area range. That is, the length of the safety area is related to the historical operation length, the severity of the weather, and the speed requirement of the test, and shows a positive correlation.

[0060] Meanwhile, the safety area can also be specifically divided into: an acceleration area, a high-speed area, and a deceleration area. Among them, the high-speed area is usually set to meet the speed requirement to achieve the dynamic test, while the acceleration area and the deceleration area play an auxiliary role. According to a preferred implementation manner, considering the safety and measurement efficiency requirements comprehensively, the length of the high-speed area does not exceed 1 / 4 of the total length of the acceleration area and the deceleration area, and the lengths of the acceleration area and the deceleration area are equal.

[0061] It can be understood that the high-speed area is located between the acceleration area and the deceleration area. When reciprocating motion is performed, the positions of the acceleration area and the deceleration area are swapped. Therefore, the naming of each area should not be understood as being only related to the geographical location, but also related to the operating state of the detection device.

[0062] Among them, the grating fence should be able to completely surround the possible delimited safety area range.

[0063] The implementation manner of S11 for delimiting the safety area is: The control center delimits the safety area range required for the dynamic test, including the acceleration area, the high-speed area, and the deceleration area; sends the signal of the delimited safety area range to the grating fence outside the safety area. After receiving the signal, the grating fence activates the grating alarm function to form a physical and visual safety isolation. The grating fence forms a grating through the laser emission and reception device, and any object entering the grating range will trigger an alarm.

[0064] The implementation manner of S12 for detecting the safety area is: The control center starts the monitoring camera in the safety area through the network or communication interface. The monitoring camera starts to collect the real-time images in the safety area and transmits the image data back to the control center. The collected images are analyzed using a preset image recognition algorithm to judge whether there are personnel or obstacles in the area. If personnel or obstacles are detected, the system will issue an alarm and suspend the subsequent steps until the obstacles in the safety area are removed.

[0065] The implementation method for confirming the initial state of the S13 detection device is as follows: The detection device is equipped with positioning tags, such as RFID or GPS tags, for reporting the location of the detection device in real time. The control center determines whether the detection device has reached the preset starting position for departure by communicating with the positioning tags. If the detection device has not reached the starting position for departure, the system will issue a prompt to require the device to move to the correct position.

[0066] The implementation method for closing the S14 safety door is as follows: The control center sends a closing instruction to the automatic interlocking safety door through the communication interface. After receiving the instruction, the automatic interlocking safety door drives the door body to close through the motor. After the safety door is closed, the interlocking mechanism locks the door body to ensure that the safety door will not open accidentally during the detection process. Moreover, the control center monitors the status of the safety door in real time through the door position sensor to ensure that it is fully closed.

[0067] When there is a safety anomaly in the automatic interlocking safety door and / or within the safety area range, the control center immediately sends an end signal to the detection device.

[0068] Furthermore, in the S2 step, the reciprocating motion time and number of times of the detection device are preset by the control center.

[0069] Specifically, according to the specific requirements of the detection task, determine the number of times the detection device needs to travel back and forth in the detection area and the time for each round trip. Also, consider performance parameters such as the maximum detection speed, acceleration, and braking distance of the detection device to ensure that the device can complete the reciprocating motion within the set time. For complex track detection tasks, multiple round trips are required to ensure comprehensive detection. Moreover, by pre-calculating and setting the reciprocating motion time and number of times, there is no need to issue commands step by step manually in the middle, achieving automation and convenience.

[0070] Furthermore, in S3,

[0071] The confirmation of the end state of the S31 detection device includes: confirmation of the detection device speed and confirmation of the detection device position; among them, speed confirmation is to confirm whether it is in a stopped state, and position confirmation is to confirm whether the detection device has reached the parking end position.

[0072] The confirmation of the end state of the S32 safety area includes: confirmation of the closing of the grating fence and confirmation of the opening of the automatic interlocking safety door.

[0073] Correspondingly, the speed of the detection device is confirmed through the detection device speed sensor, and the opening or closing of the grating fence is confirmed through the monitoring camera.

[0074] Correspondingly, such as Figure 2As shown in the figure, the present invention also provides a dynamic test system for a railway train detection device to implement the above test method, including:

[0075] A detection device, which is used to perform detection tasks within a safe area;

[0076] A guarantee device, which is used to guarantee the safety of the safe area;

[0077] A monitoring device, which is used to monitor the detection device and the guarantee device;

[0078] A control center, which is communicatively connected to the detection device, the guarantee device and the monitoring device, demarcates the safe area, including an acceleration area, a high-speed area and a deceleration area, enables the detection device to perform detection tasks, and receives the monitoring information of the monitoring device.

[0079] Among them, the dynamic test system is located in the maintenance section of the railway train.

[0080] Further, the detection device includes: a detection device position sensor, a detection device speed sensor, a door position sensor, and a monitoring camera. Among them, the detection device position sensor and the detection device speed sensor are directly installed on the detection device, the door position sensor is installed at the safety door, and the monitoring camera is installed near the high-speed area.

[0081] Further, the guarantee device includes: a grating fence and a safety door. The grating fence is located on the periphery of the safe area, and the safety door is located at the entrance and exit of the safe area.

[0082] It can be known that the entrances and exits of the safe area are located near the starting position of the departure and the ending position of the stop of the detection device.

[0083] Refer to Figure 3 , a field implementation mode diagram of the present application is given, in which the detection device 1, the detection shed 2 are marked. The detection shed 2 is located above the detection area 3, the monitoring device is arranged at the detection shed 2 and both ends of the edge. The two sides of the detection area are the acceleration area and the deceleration area. In addition, there is also a catenary 4 for supplying power to the detection device 1. Combining the foregoing, for the specific installation positions of other devices in the system, such as the guarantee device and the control center, those skilled in the art can adjust and set them by themselves. Without departing from the technical idea of the present application and the technical problems to be solved, they should all be regarded as within the protection scope of the present application.

[0084] The above has introduced in detail a dynamic testing method and system for a railway train detection device provided by an embodiment of the present application. Each embodiment in the specification is described in a progressive manner. The key point of each embodiment is to illustrate the differences from other embodiments. For the same or similar parts among the embodiments, reference can be made to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple. For the relevant parts, reference can be made to the description in the method part. It should be noted that for those of ordinary skill in the art of the present technology, without departing from the principle of the present application, several improvements and modifications can still be made to the present application, and these improvements and modifications also fall within the protection scope of the claims of the present application.

[0085] Those skilled in the art can further realize that the units and algorithm steps of each example described in combination with the embodiments disclosed in this article can be implemented by electronic hardware, computer software, or a combination of the two. To clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described according to functions in the above description. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0086] The steps of the method or algorithm described in combination with the embodiments disclosed in this article can be directly implemented by hardware, a software module executed by a processor, or a combination of the two. The software module can be placed in a random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, register, hard disk, removable disk, CD-ROM, or any other form of storage medium well-known in the technical field.

Claims

1. A dynamic testing method for railway train detection equipment, characterized in that It includes the following steps to be executed in sequence: S1: After the control center receives a test request sent by the detection device, it performs S11 safety area demarcation, S12 safety area detection, S13 initial state confirmation of the detection device, and S14 safety door closing; S2: The control center sends a test command to the detection device, and the detection device makes reciprocating movements in the safety area and executes the test task; S3: After the detection device completes the test task and sends an end signal to the control center, the control center executes: S31 end state confirmation of the detection device, and S32 end state confirmation of the safety area.

2. The dynamic testing method of the railway train detection equipment according to claim 1, characterized in that, In S1, The S11 safety area demarcation includes: The control center demarcates the safety area range and sends a signal to the grating fence outside the safety area range to activate the grating alarm; The S12 safety area detection includes: The control center activates the monitoring cameras in the safety area to collect images, and transmits the images back to the control center to judge personnel and obstacle information according to the recognition algorithm; The S13 initial state confirmation of the detection device includes: The control center judges whether the detection device reaches the starting position of departure according to the positioning tag of the detection device; The S14 safety door closing includes: The control center controls the safety door to close; After all of S11 - S14 are completed, then enter step S2.

3. The dynamic testing method of the railway train detection device according to claim 2, characterized in that, The S11 safety area demarcation includes acceleration area demarcation, high - speed area demarcation, and deceleration area demarcation.

4. The dynamic testing method of the railway train detection device according to claim 3, characterized in that, In step S2, Judge whether the safety door is always in the closed state through the door position sensor, Judge whether there is a safety anomaly in the safety area range through the monitoring camera, When there is a safety anomaly in the safety door and / or the safety area range, the control center immediately sends an end signal to the detection device.

5. The dynamic testing method of the railway train detection equipment according to claim 4, characterized in that, In step S2, the reciprocating movement time and number of times of the detection device are preset by the control center.

6. The dynamic testing method of the railway train detection device according to claim 5, characterized in that, In S3, S31 end state confirmation of the detection device includes: detection device speed confirmation and detection device position confirmation; S32 end state confirmation of the safety area includes: grating fence closing confirmation and safety door opening confirmation.

7. The dynamic testing method of the railway train detection equipment according to claim 6, characterized in that Confirm the speed of the detection device through the detection device speed sensor, and confirm the opening or closing of the grating fence through the monitoring camera.

8. A dynamic test system for a railway train detection device, characterized in that, It includes: A detection device, which is used to execute detection tasks in the safety area; A guarantee device, which is used to guarantee the safety of the safety area; A monitoring device, which is used to monitor the detection device and the guarantee device; A control center, which is communicatively connected to the detection device, the guarantee device, and the monitoring device, demarcates the safety area, enables the detection device to execute detection tasks, and receives the monitoring information of the monitoring device.

9. The dynamic test system of the railway train detection device according to claim 8, characterized in that, The detection device includes: a detection device position sensor, a detection device speed sensor, a door position sensor, and a monitoring camera.

10. The dynamic test system of the railway train detection equipment according to claim 8, characterized in that, The protection device includes: a grating fence and a safety door. The grating fence is located on the periphery of the safety area, and the safety door is located at the entrance and exit of the safety area.

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