Auxiliary reform implementation system applied to train control interlocking integration

Abstract

The invention discloses an auxiliary redirection implementation system applied to train control interlocking integration, which relates to the technical field of rail transit, and comprises a data acquisition, preprocessing, storage, braking and central calculation processing module, a data processing module, a train control interlocking control module, a train control interlocking control module and a train control interlocking control module, and if not, the distance is calculated, and the braking module is called for fine tuning braking. Foreign matters are detected through multi-view three-dimensional reconstruction and an image algorithm, turnout danger avoiding is preferentially performed in combination with trajectory analysis, and graded braking is performed to guarantee safety when lane changing cannot be performed; a braking mode is dynamically selected according to distance comparison, smooth braking is comfortable, and force is controlled through emergency braking, so that loss is reduced.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to an auxiliary modification implementation system applied to train control and interlocking integration. Background Art

[0002] The integrated train control and interlocking system achieves collaborative work through the deep integration of signal control logic and train operation control functions. Train control technology obtains train position and line conditions in real time, dynamically generates driving permissions and speed control instructions, prevents trains from speeding, overrunning signals or rear-ending, and ensures the safety and efficiency of railway transportation. Interlocking technology logically verifies route safety conditions, automatically controls switch switching, signal opening and route locking, prevents train conflicts or squeezes, and ensures the safety and order of trains and shunting operations in the station.

[0003] For example, Chinese patent publication number: CN116339269A provides an interlocking train control test device and method, which includes an interface conversion module, a relay interface simulation module, a programmable logic control module and a central control computer, wherein the interface conversion module is used to be connected to the relay interface of the interlocking train control device to be tested, and is used to convert the relay interface of the interlocking train control device into a preset interface; the relay interface simulation module is connected to the interface conversion module, and is used to simulate the on-off state of the relay of the interlocking train control device to be tested; the programmable logic control server is connected to the relay interface simulation module, and is used to output a drive acquisition instruction to control the on-off state of the relay interface simulation module; the central control computer is connected to the programmable logic control server, and is used to obtain a feedback signal obtained by the relay interface simulation module based on the drive acquisition instruction, and obtain the test result of the interlocking train control device to be tested based on the feedback signal.

[0004] When a foreign object appears on the train track, if the train hits it, the collision pressure will cause the train's center of gravity to be unbalanced, and then the wheels will be unevenly stressed, causing the train to derail or even overturn. However, the above-mentioned patented integrated train control interlocking technology cannot solve the problem of how the train can avoid colliding with foreign objects. Summary of the Invention

[0005] Technical problems solved In view of the deficiencies of the prior art, the present invention provides an auxiliary modification implementation system applied to train control interlocking integration, which solves the problem of preventing rail trains from colliding with foreign objects.

[0006] Technical Solution To achieve the above objectives, the present invention is implemented through the following technical solutions: an auxiliary modification implementation system applied to train control interlocking integration, including the following specific modules: a data acquisition module: starts real-time acquisition of track condition data and real-time train speed; a data preprocessing module: preprocesses the track condition data and real-time train speed; a data storage module: stores experimental data; a braking module: is used to brake the train; a central computing and processing module: comprehensively processes the track condition data and the experimental data to obtain a real-time train profile image, a real-time foreign object profile image and a foreign object obstruction factor, and analyzes whether there are foreign objects on the track according to the foreign object obstruction factor. If there are no foreign objects, Then it returns to the data acquisition module. If there is a foreign object, the trajectory distance between the real-time train outline image and the real-time foreign object outline image is calculated, and the size of the trajectory distance is analyzed according to the time series. If the trajectory distance becomes larger, it returns to the data acquisition module. If the trajectory distance becomes smaller, it determines whether the train can change tracks based on the experimental data. If the track can be changed, it returns to the data acquisition module. If the track cannot be changed, the safety distance and the sliding distance are calculated based on the real-time train outline image, the real-time foreign object outline image, the experimental data and the real-time speed of the train. Through the analysis of the sliding distance and the safety distance, the braking module is called to fine-tune the brakes of the train to prevent the train from colliding with foreign objects.

[0007] Furthermore, the specific acquisition method of the real-time train contour image, the real-time foreign object contour image and the foreign object obstruction factor is as follows: the track road condition data is comprehensively processed by the image contour segmentation algorithm and the image contour tracking algorithm to obtain and track the track contour image data, the experimental data includes track attribute data, a single-frame train contour image, a train locked target data and a single-frame normal track contour image, and the volume of each contour of the single-frame track contour image data and the train contour of the single-frame train contour image are calculated respectively, and then traversed according to the volume of each contour of the single-frame track contour image data and the train contour volume of the single-frame train contour image. When the single-frame track contour image data If a certain contour volume is equal to the train contour volume of the single-frame train contour image, the train contour in the single-frame track contour image data is determined and marked as the real-time train contour image. The other contours of the track contour image data are marked as the real-time track contour image. The contour volumes of each track in the real-time track contour image and the normal contour volumes of the single-frame normal track contour image are traversed in turn. When a certain contour volume in each real-time track contour volume is not equal to the normal contour volume, the track contour is marked as the real-time foreign body contour image. The single-frame real-time track contour image and the single-frame normal track contour image are standardized, and then comprehensively calculated to obtain the foreign body obstruction factor. ;in, Indicates the foreign matter obstruction factor, Indicates the number of real-time track profiles, Indicates the number of normal track profiles, Indicates the The volume of the real-time track profile, Indicates the The volume of a normal orbital contour.

[0008] Furthermore, the specific method for analyzing whether there are foreign objects on the track based on the foreign object obstruction factor is: comparing the foreign object obstruction factor with zero. If the foreign object obstruction factor is equal to zero, it means that there are no foreign objects on the track. If the foreign object obstruction factor is greater than zero, it means that there are foreign objects on the track.

[0009] Furthermore, the specific method for obtaining the trajectory distance is as follows: the center point coordinates of the real-time train contour image and the real-time foreign object contour image are calculated respectively, and the distance between the center point coordinates of the real-time train contour image and the center point coordinates of the real-time foreign object contour image is calculated using the Euclidean distance formula to obtain the trajectory distance.

[0010] Furthermore, the specific steps of judging whether the train changes track based on the experimental data are as follows: the track attribute data includes the coordinates of the ranging point and the coordinates of the switch point, and the train locking target contains the destination value of each track. If the coordinates of the switch point are between the center point coordinates of the real-time train contour image and the center point coordinates of the real-time foreign object contour image and the destination values of other tracks of the switch match the destination values of the track on which the train is traveling, the train changes the switch and returns to the data acquisition module. If the coordinates of the switch point are not between the center point coordinates of the real-time train contour image and the center point coordinates of the real-time foreign object contour image or the destination values of other tracks of the switch do not match the destination values of the track on which the train is traveling, braking is performed.

[0011] Furthermore, the specific method for obtaining the safety distance is as follows: the interval between the ranging point coordinates is recorded as the ranging point interval, and the distance is adjusted until the center point coordinates of the real-time train contour image and the center point coordinates of the real-time foreign object contour image both correspond to the ranging point coordinates, and the number of ranging point coordinates between the center point coordinates of the real-time train contour image and the center point coordinates of the real-time foreign object contour image is counted, and the number of ranging point coordinates is subtracted by one to obtain the number of ranging point intervals, and the ranging point intervals are all equal. The ranging point intervals are summed to obtain the safety distance; ;in, Indicates safe distance. Indicates the number of distance measurement points. Indicates the distance between measurement points, corresponding to the actual distance.

[0012] Furthermore, the specific steps for obtaining the sliding distance are: when calling the braking module, the train is made to perform uniform deceleration motion, and the sliding distance is obtained by standardization and comprehensive calculation based on Newton's second law, friction formula, gravitational acceleration, real-time speed of the train and friction coefficient detected in the track production specifications.

[0013] Furthermore, the specific method of the sliding distance is: ;in, Indicates the sliding distance, Indicates the real-time speed of the train. is the friction coefficient detected in the rail production specifications, is the acceleration due to gravity.

[0014] Furthermore, the specific method of analyzing the sliding distance and the safety distance is as follows: the sliding distance and the safety distance are standardized, and compared with the sliding distance. If the sliding distance is less than the safety distance, it means that the train is safe; if the sliding distance is greater than or equal to the safety distance, it means that the train is unsafe.

[0015] Furthermore, the specific steps of calling the braking module to fine-tune the braking of the train are: if the sliding distance is less than the safe distance, the train is braked smoothly and maintained in uniform deceleration until the train brakes within the safe distance, and returns to the central computing and processing module to continue calculating whether the train continues to remain within the safe distance; if the sliding distance is greater than or equal to the safety distance, the train is emergency braked to make the sliding distance less than the safe distance, and maintained in uniform deceleration until the train brakes within the safe distance, and returns to the central computing and processing module to continue calculating whether the train continues to remain within the safe distance.

[0016] Beneficial effects Compared with the prior art, the embodiments of the present invention have at least the following advantages or beneficial effects: 1. Through multi-view 3D reconstruction and image algorithms, the system accurately identifies the outlines of the train, track, and foreign objects. The system uses the foreign object obstruction factor formula to detect the presence of foreign objects, analyzes the location of foreign objects based on track distance, and prioritizes bypassing lanes for safe travel. When lane changes are impossible, the system calculates the gliding distance based on mechanical formulas and applies graded braking to ensure the train stops within a safe distance, preventing collisions with foreign objects and derailment, thereby improving driving safety.

[0017] 2. Dynamically select the braking method based on the comparison between the coasting distance and the safe distance: When the coasting distance is insufficient, gentle braking is used to reduce the inertial impact of sudden braking and improve passenger comfort. When emergency braking is required, the braking force is controlled to avoid wheel locking and coasting, reducing the risk of mechanical damage such as tread scratches and metal peeling. Through real-time monitoring and strategy optimization, vehicle losses are reduced while ensuring safety.

[0018] Of course, any product implementing the present invention does not necessarily need to achieve all of the advantages described above at the same time. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This invention: a flow chart of an auxiliary modification implementation method applied to train control and interlocking integration.

[0020] Figure 2 This is the system structure diagram of the present invention: an auxiliary improvement method applied to the integration of train control and interlocking. DETAILED DESCRIPTION

[0021] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0022] It should be noted that, in this document, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include," "comprise," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus.

[0023] Example 1: like Figure 1-Figure 2 As shown, the embodiment of the present invention provides an auxiliary modification implementation system for train control and interlocking integration, which includes the following specific modules: Data acquisition module: Uses multi-view 3D reconstruction technology through multiple cameras to start real-time collection of track condition data for this track. Multi-view 3D reconstruction technology: For example, Multi-View 3D Reconstruction technology uses 2D images captured by multiple cameras, calculates pixel-level parallax through stereo vision, obtains scene depth information, and then generates 3D point clouds from 2D images of different perspectives and further reconstructs them into 3D images to obtain track condition data. Track condition data only represents the data of the track on which the train is traveling. The real-time train speed of this track is collected in real time through the speed sensor.

[0024] Data preprocessing module: Calls the data acquisition module to filter, reduce noise, and clean the track condition data and the real-time train speed. This not only removes interference noise from the track condition data and the real-time train speed, but also removes redundant values in the track condition data and the real-time train speed, thereby improving the data quality of the track condition data and the real-time train speed.

[0025] Data storage module: Create a database for storing experimental data. The experimental data includes track attribute data, single-frame train contour image, train lock target data and single-frame normal track contour image. The track attribute data includes ranging point coordinates and switch point coordinates. The interval between the ranging point coordinates is dynamically changed to adapt to the distance between the two coordinate points, that is, the interval between the coordinates of the two test points in the image corresponds to the actual distance in reality, which is helpful for measuring non-straight line distances such as tracks. The switch point coordinates indicate that a certain coordinate point of the track in the image is the actual switch position. The train lock target data indicates all tracks that the train can reach its destination. The single-frame normal track contour image indicates a single-frame track contour image without foreign object intrusion.

[0026] Braking module: used to brake the train to stop it from moving.

[0027] Central computing and processing module: First, the data preprocessing module is called to perform comprehensive processing on the track condition data through the image contour segmentation algorithm and the image contour tracking algorithm. The image contour segmentation algorithm, such as the Sobel algorithm, first converts the track condition data into a grayscale image to simplify the calculation, and then uses a 3×3 convolution kernel in the horizontal and vertical directions to convolve respectively to obtain the horizontal and vertical gradient matrices; then the gradient amplitude and direction are calculated, the former determines the edge, and the latter determines the edge extension direction; finally, through threshold binarization, the pixels above the threshold are marked as contours, and finally the track contour image data is obtained, but it is initially uncertain which contour is the train contour and which contour is the track contour. The image contour tracking algorithm, such as the Lucas-Kanade optical flow method, establishes an optical flow constraint equation based on the assumption that the brightness of pixels in adjacent frames is constant, calculates the spatial and temporal gradients through the Sobel algorithm and frame difference, assumes that the neighborhood motion is consistent, constructs an overdetermined equation system, and solves the optical flow velocity using the least squares method, and finally selects feature points such as corner points for tracking and position update, thereby tracking the track contour image data; Then, the data storage module is called to calculate the volume of each contour of the single-frame track contour image data and the train contour of the single-frame train contour image, that is, the pixel points in each contour are summed up to obtain the volume of each contour. The single-frame image is convenient for calculation. Then, the contour volumes of the single-frame track contour image data and the train contour volume of the single-frame train contour image are traversed. When a contour volume of the single-frame track contour image data is equal to the train contour volume of the single-frame train contour image, the train contour in the single-frame track contour image data is determined and marked as a real-time train contour image. Then, the determined real-time train contour image is continuously tracked by the image contour tracking algorithm. Therefore, in the track contour image data, other real-time contour images excluding the real-time train contour image are real-time track contour images, and the real-time track contour images are also continuously tracked by the image contour tracking algorithm. According to the track contour volume of each real-time track contour image and the normal contour volume of each single-frame normal track contour image, the track contour is marked as a real-time foreign body contour image when a contour volume in each real-time track contour volume is not equal to the normal contour volume. Then, the real-time foreign body contour image is tracked in real time by the image contour tracking algorithm. The data storage module is then called to standardize the single-frame real-time track profile image and the single-frame normal track profile image. This helps eliminate the dimensions of different values in subsequent calculations and converts values of different orders of magnitude into a unified scale range. The foreign body obstruction factor is then obtained through comprehensive calculation. The specific method of obtaining the foreign body obstruction factor is as follows: The number of contours of a single-frame real-time track contour image and a single-frame normal track contour image is counted respectively. The single-frame image is easy to calculate, and the number of real-time track contours and the number of normal track contours are obtained. Since the real-time contour volume of each track in the single-frame real-time track contour image has been calculated, only the contour pixel points in the single-frame normal track contour image are summed to obtain the real-time contour volume of each track and the normal contour volume. Finally, the number of real-time track contours, the number of normal track contours, the real-time contour volume of each track and the normal contour volume are comprehensively calculated to obtain the foreign body obstruction factor. ; in, Indicates the foreign matter obstruction factor, Indicates the number of real-time track profiles, Indicates the number of normal track profiles. Usually, there are foreign objects on the track. Indicates the The volume of the real-time track profile, Indicates the The volume of a normal orbital profile, Taking the absolute value makes calculation easier and reduces complexity. Represents the sum of the real-time contour volumes of each track, represents the sum of the volumes of the normal orbital profiles, Taking the absolute value makes calculation easier and reduces complexity. and The purpose of adding them together is to prevent the presence of foreign matter on the track from invading the track, but the number of real-time track profiles is equal to the number of normal track profiles. The difference between the sum of the volumes of the real-time track profiles and the sum of the volumes of the normal track profiles will result in a non-zero result, indicating that there is a foreign matter on the track. Similarly, if the sum of the volumes of the real-time track profiles is equal to the sum of the volumes of the normal track profiles, the difference between the number of real-time track profiles and the number of normal track profiles will result in a non-zero result, indicating that there is a foreign matter on the track, thereby improving the accuracy of the foreign matter obstruction factor. The foreign object obstruction factor is compared with zero. When there is no foreign object on the track, the foreign object obstruction factor is zero. Therefore, if the foreign object obstruction factor is equal to zero, it means there is no foreign object on the track and the data is returned to the data acquisition module. If the foreign object obstruction factor is greater than zero, it means there is a foreign object on the track. Example 2 differs from Example 1 in that: Calculating the center point coordinates of the real-time train outline image and the real-time foreign object outline image respectively, that is, summing the coordinates of each pixel point in the real-time train outline image and the real-time foreign object outline image respectively to obtain the total coordinates of the real-time train outline image and the total coordinates in the real-time foreign object outline image, and then taking the quotient calculation based on the number of pixel point coordinates in the real-time train outline image and the number of pixel point coordinates in the real-time foreign object outline image to obtain the center point coordinates of the real-time train outline image and the center point coordinates of the real-time foreign object outline image; In the time series, the time series represents moments arranged in a sequence. The distance between the center point coordinates of the real-time train outline image and the center point coordinates of the real-time foreign object outline image is calculated using the Euclidean distance formula. The Euclidean distance formula is used to calculate the straight-line distance between the center point coordinates of the real-time train outline image and the center point coordinates of the real-time foreign object outline image in Euclidean space, and then the trajectory distance is obtained; The specific method of obtaining the track distance is as follows: Assume that the center point coordinates of the real-time train contour image are , the center point coordinates of the real-time foreign body contour image are ,Right now ;in represents the track distance, The first axis coordinate representing the center point coordinate of the real-time train contour image, The first axis coordinate representing the center point coordinate of the real-time foreign body contour image, The second axis coordinate representing the center point coordinate of the real-time train contour image, The second axis coordinate representing the center point coordinate of the real-time foreign body contour image, The third axis coordinate representing the center point coordinate of the real-time train outline image, The third axis coordinate representing the center point coordinate of the real-time foreign body contour image; If the track distance gradually increases in the time series, that is, the difference between the track distance at the next moment and the track distance at the previous moment is positive, it means that the foreign object is behind the train and the train is getting farther and farther away from the foreign object, so it also means that there is no foreign object and returns to the data acquisition module. If the track distance gradually decreases in the time series, that is, the difference between the track distance at the next moment and the track distance at the previous moment is negative, it means that the foreign object is in front of the train and the train is getting closer and closer to the foreign object. Therefore, the data storage module is called again to determine whether the train should change tracks based on the switch point coordinates and the train locking target data, where the train locking target contains the destination values of each track, that is, if the switch point coordinates are between the center point coordinates of the real-time train contour image and the center point coordinates of the real-time foreign object contour image and the destination values of other tracks of the switch match the destination values of the track on which the train is traveling, then the train changes the switch and returns to the data acquisition module. The reason for changing the switch is that the train has large kinetic energy, and even very small foreign objects will increase the risk of the train. If the switch point coordinates are not between the center point coordinates of the real-time train contour image and the center point coordinates of the real-time foreign object contour image or the destination values of other tracks of the switch do not match the destination values of the track on which the train is traveling, then the data storage module and the braking module are called; When the data storage module is called, the distance between the center coordinates of the real-time train outline image and the center coordinates of the real-time foreign object outline image is calculated according to the track attribute data to obtain the safety distance; The specific methods for obtaining the safe distance are as follows: The interval between the ranging point coordinates is recorded as the ranging point interval, and the distance is adjusted until the center point coordinates of the real-time train outline image and the center point coordinates of the real-time foreign object outline image correspond to the ranging point coordinates, and the number of ranging point coordinates between the center point coordinates of the real-time train outline image and the center point coordinates of the real-time foreign object outline image is counted, and the number of ranging point coordinates is subtracted from one to obtain the number of ranging point intervals. The ranging point intervals are all equal, and the ranging point intervals are summed to obtain the safety distance; ; in, Indicates safe distance. Indicates the number of distance measurement points. Indicates the distance between measurement points, corresponding to the actual distance; When the brake module is called, the train is decelerated evenly, which not only helps to keep the passengers in the train comfortable and prevent the inertia of sudden braking from causing the passengers to lose their balance, but also when sudden braking, the braking force exceeds the wheel-rail adhesion, causing the wheels to slide, lock and drag, and the intense friction with the rails generates local high temperature, which is easy to cause wheel tread scratches or metal peeling after cooling, and in severe cases, it causes train vibration, noise and the risk of derailment. Therefore, according to Newton's second law ,in Indicates traction, Indicates quality, is the acceleration, according to the friction formula ,in represents friction, Indicates quality, represents the acceleration due to gravity, is the friction coefficient detected in the track production specifications. Since the train is in uniform deceleration motion, according to the uniform deceleration motion formula ;in represents the final speed of the train, which is zero, Indicates the initial speed of the train, that is, the real-time speed of the train obtained by the speed sensor. Indicates the acceleration of the train. Since the train is decelerating, the acceleration is negative. Indicates the sliding distance. = hour, = , substitute into the uniform deceleration motion formula and perform normalization to obtain ; The sliding distance is standardized with the safety distance and compared with the safety distance. If the sliding distance is less than the safety distance, the train is braked smoothly and kept in uniform deceleration until the train brakes within the safety distance. The train returns to the central computing and processing module to continue calculating whether the train continues to stay within the safety distance to prevent foreign objects from moving closer to the train and causing the previous calculation results to become invalid. If the sliding distance is greater than or equal to the safety distance, the train is braked urgently to make the sliding distance less than the safety distance and kept in uniform deceleration until the train brakes within the safety distance. The train returns to the central computing and processing module to continue calculating whether the train continues to stay within the safety distance.

[0028] Simulation Applications: The train track company calculated the glide distance and safety distance by combining track condition data with the train's real-time speed. Based on these distances, the company conducted multiple collision avoidance tests on trains facing forward foreign objects, and captured the following three sets of experimental results: Table 1 The influence of train speed on the difference between safety distance and sliding distance Group Train speed (m / s) Braking mode Difference between safety distance and sliding distance (meters) 1 23 Smooth braking 46 2 37 emergency braking 42 3 65 emergency braking 11 As shown in Table 1, in the first set of experiments, the train speed was 23 m / s. At this time, the coasting distance was less than the safe distance, and gentle braking was adopted. The train stopped within the safe distance. The difference between the safe distance and the coasting distance was 46 meters. In the second set of experiments, the train speed was 37 m / s. At this time, the coasting distance was greater than the safe distance, and emergency braking was adopted. The train stopped within the safe distance. The difference between the safe distance and the coasting distance was 42 meters. In the third set of experiments, the train speed was 65 m / s. At this time, the coasting distance was greater than the safe distance, and emergency braking was adopted. The train stopped within the safe distance. The difference between the safe distance and the coasting distance was 11 meters. At lower speeds, the coasting distance is usually less than the safe distance, and gentle braking can be used to stop the train within the safe distance, and the difference between the two is large; as the speed increases, the coasting distance is likely to exceed the safe distance, and emergency braking is required to ensure that the train stops within the safe distance. The higher the speed, the smaller the difference between the safe distance and the coasting distance, reflecting that the higher the train speed, the greater the difficulty of braking, and more intense braking measures are needed to shorten the coasting distance to ensure safety.

[0029] The preferred embodiments of the present invention disclosed above are intended only to help illustrate the present invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the present invention to the specific embodiments described. Obviously, many modifications and variations are possible based on the contents of this specification. These embodiments are selected and described in detail in this specification to better explain the principles and practical applications of the present invention, thereby enabling those skilled in the art to better understand and utilize the present invention. The present invention is limited only by the claims and their full scope and equivalents.

Claims

1. An auxiliary modification system for train control and interlocking integration, characterized by: Includes the following specific modules: Data acquisition module: starts collecting track condition data and train speed in real time; Data preprocessing module: preprocesses track condition data and real-time train speed; Data storage module: store experimental data; Braking module: used to brake the train; Central computing and processing module: Comprehensively processes track condition data and experimental data to obtain real-time train profile image, real-time foreign object profile image and foreign object obstruction factor, and analyzes whether there are foreign objects on the track based on the foreign object obstruction factor. If there are no foreign objects, it returns to the data acquisition module. If there are foreign objects, the track distance between the real-time train profile image and the real-time foreign object profile image is calculated, and the size of the track distance is analyzed based on the time series. If the track distance increases, it returns to the data acquisition module. If the track distance decreases, it determines whether the train should change tracks based on the experimental data. If the track can be changed, it returns to the data acquisition module. If the track cannot be changed, the safety distance and sliding distance are calculated based on the real-time train profile image, real-time foreign object profile image, experimental data and real-time train speed. Through analysis of the sliding distance and safety distance, the braking module is called to fine-tune the brakes of the train to prevent the train from colliding with foreign objects.

2. The auxiliary modification implementation system for train control and interlocking integration according to claim 1 is characterized in that: The specific method for obtaining the real-time train contour image, the real-time foreign object contour image, and the foreign object obstruction factor is as follows: The track condition data is comprehensively processed by the image contour segmentation algorithm and the image contour tracking algorithm to obtain and track the track contour image data. The experimental data includes track attribute data, single-frame train contour image, train lock target data and single-frame normal track contour image. The volume of each contour of the single-frame track contour image data and the train contour of the single-frame train contour image are calculated respectively, and then the contour volumes of each contour of the single-frame track contour image data and the train contour volume of the single-frame train contour image are traversed. When a contour volume of the single-frame track contour image data is equal to the train contour volume of the single-frame train contour image, the train contour in the single-frame track contour image data is determined and marked as a real-time train contour image. The other contours of the track contour image data are marked as real-time track contour images. The contour volumes of each track contour of the real-time track contour image and the normal contour volumes of the single-frame normal track contour image are traversed in turn. When a contour volume in each real-time track contour volume is not equal to the normal contour volume, the track contour is marked as a real-time foreign object contour image. The single-frame real-time track contour image and the single-frame normal track contour image are standardized and then comprehensively calculated to obtain the foreign object obstruction factor. ； in, Indicates the foreign matter obstruction factor, Indicates the number of real-time track profiles, Indicates the number of normal track profiles, Indicates the The volume of the real-time track profile, Indicates the The volume of a normal orbital contour.

3. The auxiliary modification system for train control and interlocking integration according to claim 1 is characterized in that: The specific method for analyzing whether there are foreign objects on the track based on the foreign object obstruction factor is: By comparing the foreign object obstruction factor with zero, if the foreign object obstruction factor is equal to zero, it means that there is no foreign object on this track. If the foreign object obstruction factor is greater than zero, it means that there is a foreign object on this track.

4. The auxiliary modification implementation system for train control and interlocking integration according to claim 1 is characterized in that: The specific method of obtaining the trajectory distance is as follows: The center point coordinates of the real-time train outline image and the real-time foreign object outline image are calculated respectively, and the distance between the center point coordinates of the real-time train outline image and the center point coordinates of the real-time foreign object outline image is calculated using the Euclidean distance formula to obtain the trajectory distance.

5. The auxiliary modification system for train control and interlocking integration according to any one of claims 1, 2 or 4, characterized in that: The specific steps of determining whether a train should be transferred based on experimental data are as follows: The track attribute data includes the coordinates of the ranging point and the coordinates of the switch point. The train locking target contains the destination value of each track. If the coordinates of the switch point are between the center point coordinates of the real-time train contour image and the center point coordinates of the real-time foreign object contour image and the destination values of other tracks of the switch match the destination values of the track on which the train is traveling, the train changes the switch and returns to the data acquisition module. If the coordinates of the switch point are not between the center point coordinates of the real-time train contour image and the center point coordinates of the real-time foreign object contour image or the destination values of other tracks of the switch do not match the destination values of the track on which the train is traveling, braking is performed.

6. The auxiliary modification system for train control and interlocking integration according to any one of claims 1 or 5, characterized in that: The specific method of obtaining the safety distance is as follows: The interval between the ranging point coordinates is recorded as the ranging point interval, and the distance is adjusted until the center point coordinates of the real-time train outline image and the center point coordinates of the real-time foreign object outline image correspond to the ranging point coordinates, and the number of ranging point coordinates between the center point coordinates of the real-time train outline image and the center point coordinates of the real-time foreign object outline image is counted, and the number of ranging point coordinates is subtracted from one to obtain the number of ranging point intervals. The ranging point intervals are all equal, and the ranging point intervals are summed to obtain the safety distance; ； in, Indicates safe distance. Indicates the number of distance measurement points. Indicates the distance between measurement points, corresponding to the actual distance.

7. The auxiliary modification implementation system for train control and interlocking integration according to claim 1 is characterized in that: The specific steps for obtaining the sliding distance are: When the braking module is called, the train is made to perform uniform deceleration motion, and the sliding distance is obtained by standardization and comprehensive calculation based on Newton's second law, the friction formula, the acceleration of gravity, the real-time speed of the train, and the friction coefficient detected in the track production specifications.

8. The auxiliary modification system for train control and interlocking integration according to claim 7 is characterized in that: The specific method of the sliding distance is: ； in, Indicates the sliding distance, Indicates the real-time speed of the train. is the friction coefficient detected in the rail production specifications, is the acceleration due to gravity.

9. The auxiliary modification implementation system for train control and interlocking integration according to claim 1 is characterized in that: The specific method of analyzing the sliding distance and the safety distance is as follows: The sliding distance and the safety distance are standardized and compared with each other. If the sliding distance is less than the safety distance, it means that the train is safe. If the sliding distance is greater than or equal to the safety distance, it means that the train is unsafe.

10. The auxiliary modification implementation system for train control and interlocking integration according to any one of claims 1 or 9, characterized in that: The specific steps of calling the brake module to fine-tune the brakes of the train are: If the sliding distance is less than the safe distance, the train will be braked smoothly and kept in uniform deceleration until the train brakes within the safe distance, and return to the central computing and processing module to continue calculating whether the train continues to stay within the safe distance. If the sliding distance is greater than or equal to the safe distance, the train will be braked urgently to make the sliding distance less than the safe distance, and keep in uniform deceleration until the train brakes within the safe distance, and return to the central computing and processing module to continue calculating whether the train continues to stay within the safe distance.

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