A locomotive blind area visualization early warning system

Abstract

The present application relates to the technical field of locomotive blind area early warning, and particularly relates to a locomotive lookout blind area visual early warning system, comprising: a data acquisition module, configured to collect image data of the locomotive in real time; a data analysis module, configured to determine whether the pantograph offset is out of limit based on the pantograph offset; a contact analysis module, configured to determine whether the contact stability meets the standard based on the contact pressure fluctuation value, and to increase the pantograph spring tension according to the difference between the contact pressure fluctuation value and the first contact pressure fluctuation threshold; a line analysis module, configured to determine whether the catenary line recovery is qualified based on the line recovery time length, and to increase the preset interval according to the ratio of the preset line recovery time length and the line recovery time length; and a track analysis module, configured to determine whether the pantograph and the catenary line match meet the standard based on the flatness similarity, and to decrease the lowering pantograph spring tension according to the relative difference between the flatness similarity threshold and the flatness similarity, the present application improves the accuracy of the locomotive lookout blind area early warning.

Description

Technical Field

[0001] This invention relates to the field of locomotive blind spot warning technology, and in particular to a locomotive blind spot visualization warning system. Background Technology

[0002] With the continuous improvement of railway electrification and the increasing speed of electric locomotives, it is necessary to conduct online health monitoring of the structure and operating status of key parts of electric locomotives in order to ensure their safe and stable operation. As an important component of railway locomotives, the pantograph is used to connect the locomotive to the power grid and supply power to the locomotive from the power grid during operation. However, due to the blind spots that exist during locomotive operation, this poses a threat to driving safety.

[0003] Chinese Patent Application Publication No. CN114715220A discloses a locomotive intelligent early warning method and system. The early warning method includes: acquiring data packets transmitted by each intelligent camera in real time, wherein the intelligent camera is equipped with a scene algorithm to determine in real time whether the captured image is a preset event; decoding the data packets transmitted by each intelligent camera; determining whether the decoded data packets are preset events; and displaying the decoded data on a display screen. The images captured by each intelligent camera are neatly arranged and displayed on the display screen. Simultaneously, if the decoded data packets are determined to be preset events, the preset event is prompted by voice and the image of the preset event is magnified.

[0004] However, the existing technology has the following problems: the existing technology is insufficient in providing early warning of locomotive blind spots and lacks analysis of the matching between the locomotive pantograph and the overhead contact line, resulting in low accuracy of locomotive blind spot early warning. Summary of the Invention

[0005] To address this, the present invention provides a locomotive blind spot visualization early warning system to overcome the shortcomings of existing technologies in providing early warning of locomotive blind spots and the lack of analysis on the matching of the locomotive pantograph and the overhead contact line, which leads to low accuracy in locomotive blind spot early warning.

[0006] To achieve the above objectives, the present invention provides a locomotive blind spot visualization and early warning system, comprising:

[0007] An image acquisition device for acquiring image data of a locomotive, including several image acquisition devices respectively installed at the front and rear ends of the locomotive roof and the front and rear ends of the locomotive body, and several road condition acquisition devices installed at the front and rear ends of the locomotive body.

[0008] A locomotive visual early warning device, connected to an image acquisition device, includes:

[0009] The data acquisition module is used to collect images of the locomotive's pantograph, overhead contact line, and track in real time.

[0010] The data analysis module is used to determine whether the pantograph offset exceeds the limit based on the pantograph offset obtained from the pantograph image.

[0011] The contact analysis module is used to determine whether the contact stability of the contact position meets the standard based on the contact pressure fluctuation value obtained from the overlapping part image, and to increase the lifting spring tension force of the lifting spring according to the difference between the contact pressure fluctuation value and the first contact pressure fluctuation threshold.

[0012] The line analysis module is used to determine whether the restoration of the catenary line is qualified based on the line restoration time obtained from the catenary line image, and to increase the preset spacing of the contact position according to the ratio of the preset line restoration time to the preset line restoration time.

[0013] The track analysis module is used to determine whether the pantograph and the overhead contact line are matched according to the flatness similarity obtained from the track image. The pantograph lowering spring tension is reduced according to the flatness similarity threshold and the relative difference between the flatness similarity and the flatness similarity.

[0014] Furthermore, the data analysis module acquires several image data of various components when the locomotive is in motion, and determines that the pantograph offset is within the limit based on the comparison result that the pantograph offset is less than or equal to the preset pantograph offset. The several image data include pantograph images, catenary line images, and track images.

[0015] Furthermore, based on the comparison results of the contact pressure fluctuation value obtained from the overlapping part image being greater than or equal to the first contact pressure fluctuation threshold and less than the second contact pressure fluctuation threshold, the contact analysis module determines that the contact stability of the contact position is substandard and that the contact pressure between the pantograph and the contact network line is insufficient.

[0016] Furthermore, based on the comparison results of the contact pressure fluctuation value obtained from the overlapping part image being greater than or equal to the second contact pressure fluctuation threshold, the contact analysis module determines that the contact stability of the contact position is substandard and that the contact pressure between the pantograph and the contact network line is too high.

[0017] Furthermore, based on the comparison between the difference between the contact pressure fluctuation value and the first contact pressure fluctuation threshold and a preset difference, the contact analysis module determines whether to increase the lifting spring tension force of the lifting spring by a first preset lifting adjustment coefficient or a second preset lifting adjustment coefficient.

[0018] Furthermore, the line analysis module determines that the contact network line restoration is qualified after the locomotive travels based on the comparison results of the line restoration time obtained from the contact network line images before and after the locomotive travels, which is less than or equal to the preset line restoration time.

[0019] Furthermore, the line analysis module determines that the line restoration after the locomotive travels is unqualified based on the comparison result of the line restoration time obtained after processing the overhead contact line images before and after the locomotive travels being greater than the preset line restoration time.

[0020] Furthermore, the line analysis module determines the preset distance of the contact position to be increased by a first preset distance adjustment coefficient or a second preset distance adjustment coefficient based on the comparison result of the preset line recovery time and the ratio of the preset line recovery time to a preset ratio.

[0021] Furthermore, the line analysis module determines that the pantograph and the contact network line do not match properly based on the comparison results of the flatness similarity obtained after processing the track image and the flatness similarity is less than the flatness similarity threshold. Based on the comparison results of the relative difference between the flatness similarity threshold and the flatness similarity and the preset relative difference, it determines to reduce the pantograph lowering spring tension by using a first preset pantograph lowering adjustment coefficient or a second preset pantograph lowering adjustment coefficient.

[0022] Furthermore, it also includes an auxiliary display screen, which is installed inside the locomotive to display the image data. The image acquisition device includes a short-end roof image acquisition device, a short-end coupler image acquisition device, a long-end roof image acquisition device, and a long-end coupler image acquisition device. The road condition acquisition device includes a short-end road condition acquisition device and a long-end road condition acquisition device.

[0023] Compared with the prior art, the beneficial effects of the present invention are as follows: by acquiring images of the locomotive's pantograph, overhead contact line, and track in real time, the present invention assesses the pantograph offset, determines the contact stability between the overhead contact line and the pantograph, evaluates the recovery status of the overhead contact line, and analyzes the matching degree between track flatness and the pantograph, accurately predicts and identifies potential risks in locomotive operation, reduces false alarms and missed alarms, enhances driving safety, and improves the accuracy of locomotive blind spot warning.

[0024] Furthermore, by comparing the pantograph offset with a preset pantograph offset, the present invention monitors in real time whether the pantograph offset exceeds the limit, accurately and in real time monitors the pantograph's operating status, provides timely warnings of exceeding the limit, prevents safety hazards caused by abnormal pantograph movement, and improves the safety and reliability of locomotive operation.

[0025] Furthermore, this invention assesses the stability of contact by measuring the fluctuation value of the contact pressure at the contact point between the pantograph and the overhead contact line. If the pressure is insufficient, the pantograph lifting spring pressure is adjusted according to the degree of insufficient contact pressure. This allows for precise assessment of the contact state between the pantograph and the overhead contact line, timely detection and adjustment of contact pressure problems, prevention of malfunctions caused by poor contact, ensuring the stability of power transmission and the safety of locomotive operation, and improving the efficiency of early warning for locomotive blind spots.

[0026] Furthermore, this invention assesses whether the contact wire restoration is qualified by measuring the recovery time of the contact wire after the locomotive has moved. If it is not qualified, the preset spacing of the contact position is adjusted according to the ratio of the preset recovery time to the preset recovery time. For the problem of poor contact wire restoration, adjusting the preset spacing of the contact position optimizes the contact state, reduces line wear and faults caused by excessive contact pressure, and improves the stability of locomotive operation.

[0027] Furthermore, this invention assesses the matching between the pantograph and the overhead contact line by evaluating the flatness similarity of track images. If the standard is not met, the pantograph lowering spring tension is adjusted based on the flatness similarity threshold and the relative difference between the flatness similarity and the flatness similarity. This improves the stability and safety of the locomotive's electric traction system, enhances the matching degree between the pantograph and the overhead contact line, and thus improves the accuracy of locomotive blind spot warning. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the module connections of the locomotive blind spot visualization early warning system according to an embodiment of the present invention;

[0029] Figure 2 This is a flowchart illustrating how to determine whether pantograph offset exceeds the limit in an embodiment of the present invention;

[0030] Figure 3 This is a flowchart illustrating the process of determining whether the overhead contact line restoration is satisfactory after the locomotive has moved, as described in this embodiment of the invention.

[0031] Figure 4 This is a flowchart illustrating the process of determining whether the pantograph and the overhead contact line meet the matching standards in an embodiment of the present invention.

[0032] Figure 5 This is a schematic diagram of the locomotive body of the locomotive blind spot visualization early warning system according to an embodiment of the present invention.

[0033] In the diagram: 1. Short-end roof image acquisition device; 2. Short-end coupler image acquisition device; 3. Short-end road condition acquisition device; 4. Long-end roof image acquisition device; 5. Long-end coupler image acquisition device; 6. Long-end road condition acquisition device; 7. Locomotive visual early warning device; 8. Auxiliary display screen. Detailed Implementation

[0034] To make the objectives and advantages of the present invention clearer, the present invention will be further described below with reference to embodiments; it should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0035] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0036] It should be noted that the data in this embodiment are all derived from a comprehensive analysis and evaluation of historical test data and corresponding historical test results from the three months prior to this test. Those skilled in the art will understand that the determination of the above-mentioned parameters for any single item in this invention can be achieved by selecting the value with the highest percentage based on the data distribution as the preset standard parameter, using weighted summation to obtain the value as the preset standard parameter, substituting each historical data point into a specific formula and using the value obtained from that formula as the preset standard parameter, or other selection methods, as long as the invention can clearly define different specific situations in the single-item judgment process through the obtained values.

[0037] Please see Figure 1 As shown, it is a schematic diagram of the module connection of the locomotive blind spot visualization early warning system according to an embodiment of the present invention.

[0038] The locomotive blind spot visualization early warning system of this invention includes:

[0039] Image acquisition device: It is used to acquire a number of image data of the locomotive, including a short-end roof image acquisition device 1 installed on the front roof of the locomotive, a short-end coupler image acquisition device 2 installed on the front coupler of the locomotive, a short-end road condition acquisition device 3 installed at the front of the locomotive, a long-end roof image acquisition device 4 installed on the rear roof of the locomotive, a long-end coupler image acquisition device 5 installed on the rear coupler of the locomotive, and a long-end road condition acquisition device 6 installed at the rear of the locomotive.

[0040] Auxiliary display screen 8: It is installed inside the locomotive to display the image data;

[0041] A locomotive visual early warning device 7, which is connected to the image acquisition device, includes:

[0042] The data acquisition module is used to collect images of the locomotive's pantograph, overhead contact line, and track in real time.

[0043] The data analysis module is used to determine whether the pantograph offset exceeds the limit based on the pantograph offset obtained from the pantograph image.

[0044] The contact analysis module is used to determine whether the contact stability of the contact position meets the standard based on the contact pressure fluctuation value obtained from the overlapping part image, and to increase the lifting spring tension force of the lifting spring according to the difference between the contact pressure fluctuation value and the first contact pressure fluctuation threshold.

[0045] The line analysis module is used to determine whether the restoration of the catenary line is qualified based on the line restoration time obtained from the catenary line image, and to increase the preset spacing of the contact position according to the ratio of the preset line restoration time to the preset line restoration time.

[0046] The track analysis module is used to determine whether the pantograph and the overhead contact line are matched according to the flatness similarity obtained from the track image. The pantograph lowering spring tension is reduced according to the flatness similarity threshold and the relative difference between the flatness similarity and the flatness similarity.

[0047] Specifically, this invention acquires real-time images of the locomotive's pantograph, overhead contact line, and track to assess pantograph offset, determine the contact stability between the overhead contact line and the pantograph, evaluate the recovery status of the overhead contact line, and analyze the matching degree between track flatness and the pantograph. This accurately predicts and identifies potential risks during locomotive operation, reduces false alarms and missed alarms, enhances driving safety, and improves the accuracy of locomotive blind spot warning.

[0048] It is understood that the pantograph is an electrical device used by electric locomotives to obtain electrical energy from the overhead contact line. It draws current through sliding contact with the contact line, introducing the high-voltage power from the contact line into the locomotive. The pantograph is mounted on the roof of the locomotive. The sliding plate on top of the pantograph is in close contact with the contact line and is fixed to a bracket, which is typically made of cold-pressed aluminum sheet. A carbon sliding plate is embedded in the sliding plate. During the pantograph raising process, compressed air is evenly introduced into the transmission cylinder through an electro-pneumatic valve. The cylinder piston compresses the lowering spring within the cylinder. At this time, the raising spring causes the lower arm to rotate, lifting the upper frame and the sliding plate. The pantograph rises at a constant speed, pauses slightly near the contact line, and then quickly contacts it. During the pantograph lowering process, the compressed air in the transmission cylinder is rapidly discharged to the atmosphere through the pantograph buffer valve. Under the action of the lowering spring, the pantograph overcomes the force of the raising spring, causing it to descend rapidly and detach from the contact line.

[0049] In this embodiment of the invention, the lifting spring tension ranges from 85N to 95N, preferably 90N, and the power reduction spring pressure is set to 40N to 50N, preferably 45N.

[0050] Please see Figure 2 The flowchart for determining whether the pantograph offset exceeds the limit is shown.

[0051] Specifically, the data analysis module, under the condition of obtaining several image data of each component when the locomotive is in motion, determines whether the pantograph offset exceeds the limit based on the comparison result between the pantograph offset obtained from the pantograph image and the preset pantograph offset.

[0052] If the pantograph offset is less than or equal to the preset pantograph offset, then the pantograph offset is determined to be within the limit.

[0053] If the pantograph offset is greater than the preset pantograph offset, then the pantograph offset is determined to be out of limit.

[0054] In this embodiment of the invention, the preset pantograph offset is 35mm. The preset pantograph offset is obtained based on the maximum pantograph offset in the past several pantograph offsets without exceeding the limit. However, the above value is not limited to this, and those skilled in the art can adjust the value according to actual needs.

[0055] In this embodiment of the invention, the "exceeding limit" refers to the pantograph's overall spatial displacement exceeding the safe range during operation.

[0056] During implementation, the data acquisition module extracts edge feature values ​​from several frames of pantograph images acquired in time series, and determines the pantograph offset by the composite offset of the coordinates of each frame on the X-axis, Y-axis, and Z-axis in space with the initial coordinates of the pantograph before operation.

[0057] In this invention, the data acquisition module calculates the pantograph offset according to the following formula and sets it as follows:

[0058] Where represents the pantograph offset, is the offset of the pantograph image in the i-th frame on the X-axis, is the offset of the pantograph image in the i-th frame on the Y-axis, and is the offset of the pantograph image in the i-th frame on the Z-axis.

[0059] Specifically, when it is determined that the pantograph deflection exceeds the limit, the visual early warning device on the long end of the locomotive will sound an alarm.

[0060] Specifically, this invention monitors whether the pantograph offset exceeds the limit in real time by comparing the pantograph offset with the preset pantograph offset. It accurately and in real time monitors the pantograph's operating status, provides timely warnings of over-limit situations, prevents safety hazards caused by abnormal pantograph movement, and improves the safety and reliability of locomotive operation.

[0061] Specifically, under the condition that the pantograph offset does not exceed the limit, the contact analysis module determines whether the contact stability of the contact position between the pantograph and the contact network line meets the standard by comparing the contact pressure fluctuation value obtained from the overlapping part of the pantograph image and the contact network line image with the contact pressure fluctuation threshold.

[0062] If the contact pressure fluctuation value is less than the first contact pressure fluctuation threshold of 10N, then it is determined that the contact stability of the pantograph and the contact network line meets the standard.

[0063] If the contact pressure fluctuation value is greater than or equal to the first contact pressure fluctuation threshold and less than the second contact pressure fluctuation threshold of 20N, then it is determined that the contact stability of the pantograph and the contact network line is substandard and the contact pressure between the pantograph and the contact network line is insufficient.

[0064] If the contact pressure fluctuation value is greater than or equal to the second contact pressure fluctuation threshold, it is determined that the contact stability of the pantograph and the contact network line is substandard, and the contact pressure between the pantograph and the contact network line is too high.

[0065] In this embodiment of the invention, the first contact pressure fluctuation threshold is 10N, and the second contact pressure fluctuation threshold is 20N. The first contact pressure fluctuation threshold is the average of several historical contact pressure fluctuation values ​​with insufficient contact pressure, and the second contact pressure fluctuation threshold is the average of several historical contact pressure fluctuation values ​​with excessive contact pressure. However, the above values ​​are not limited to these, and those skilled in the art can adjust the values ​​according to actual needs.

[0066] During implementation, the contact analysis module selects several sampling points at a preset interval of 2mm at the contact position, extracts the contact area and contact length of the sampling points through edge detection, and obtains the contact pressure value according to the Hertz theoretical formula. The contact pressure fluctuation value is the difference between the maximum contact pressure value and the minimum contact pressure value.

[0067] Specifically, when the contact analysis module determines that the contact stability of the pantograph and the contact network line is not up to standard and the contact pressure is insufficient, it determines to increase the lifting spring tension based on the comparison result of the difference between the contact pressure fluctuation value and the first contact pressure fluctuation threshold and the preset difference.

[0068] If the difference is less than or equal to the preset difference, then it is determined that the lifting spring tension of the lifting spring will be increased to the corresponding value by using the first preset lifting adjustment coefficient of 1.05.

[0069] If the difference is greater than the preset difference, then it is determined that the lifting spring tension of the lifting spring will be increased to the corresponding value by using the second preset lifting adjustment coefficient of 1.10;

[0070] The difference is the difference between the first contact pressure fluctuation threshold and the contact pressure fluctuation value.

[0071] In this embodiment of the invention, the preset difference value is 5, and the preset difference value range is 0-10, preferably 5. However, the above value is not limited to this, and those skilled in the art can also adjust the value according to actual needs.

[0072] In this embodiment of the invention, the increased lifting spring tension is the product of the lifting spring tension and the preset lifting adjustment coefficient. The preset lifting adjustment coefficient includes a first preset lifting adjustment coefficient with a value of 1.05 and a second preset lifting adjustment coefficient with a value of 1.10. To ensure that the adjusted lifting spring tension meets the actual requirements, the adjustment range should not be too large. Therefore, the adjustment coefficient is set to control the adjustment range.

[0073] Specifically, this invention assesses the stability of contact by measuring the fluctuation of contact pressure at the contact point between the pantograph and the overhead contact line. If the pressure is insufficient, the pantograph lifting spring pressure is adjusted according to the degree of insufficient contact pressure. This allows for precise assessment of the contact state between the pantograph and the overhead contact line, timely detection and adjustment of contact pressure problems, prevention of malfunctions caused by poor contact, ensuring the stability of power transmission and the safety of locomotive operation, and improving the efficiency of early warning for locomotive blind spots.

[0074] Please see Figure 3 As shown, it is a flowchart of an embodiment of the present invention for determining whether the contact wire line is restored to a qualified condition after the locomotive has moved.

[0075] Specifically, when the line analysis module determines that the contact stability of the contact position between the pantograph and the overhead contact line is substandard and the contact pressure is too high, it determines whether the recovery of the overhead contact line after the locomotive travels is qualified based on the comparison between the line recovery time obtained from the images of the overhead contact line before and after the locomotive travels and the preset line recovery time.

[0076] If the line restoration time is less than or equal to the preset line restoration time, then the contact network line restoration is deemed qualified after the locomotive travels.

[0077] If the line restoration time is longer than the preset line restoration time, then the contact network line restoration is determined to be unqualified after the locomotive travels.

[0078] In this embodiment of the invention, the preset line restoration time is 10s. The preset line restoration time is based on the maximum line restoration time after a number of locomotives have traveled in the past. However, the above value is not limited to this. Those skilled in the art can also adjust the value according to actual needs.

[0079] During implementation, the line analysis module uses the time difference between the contact wire line image acquired by the short-end roof image acquisition device and the contact wire line image acquired by the long-end roof image acquisition device.

[0080] Specifically, when the line analysis module determines that the contact wire restoration is unqualified after the locomotive has moved, it determines the preset spacing for adjusting the contact position based on the comparison result of the preset line restoration time and the ratio of the preset line restoration time to the preset ratio.

[0081] If the ratio is less than or equal to the preset ratio, then the preset distance at the contact position is increased to the corresponding value by the first preset distance adjustment coefficient of 1.03.

[0082] If the ratio is greater than the preset ratio, then it is determined that the preset spacing of the contact position will be increased to the corresponding value by the second preset spacing adjustment coefficient of 1.07;

[0083] In this embodiment of the invention, the ratio is the ratio of the preset line recovery time to the line recovery time.

[0084] In this embodiment of the invention, the preset ratio is 0.8, and those skilled in the art can adjust this value according to actual needs.

[0085] In this embodiment of the invention, the increased preset spacing is the product of the preset spacing and the preset spacing adjustment coefficient. The preset spacing adjustment coefficient includes a first preset spacing adjustment coefficient with a value of 1.03 and a second preset spacing adjustment coefficient with a value of 1.07. In order to ensure that the adjusted preset spacing meets the actual needs, the adjustment range should not be too large. Therefore, the adjustment coefficient is set to control the adjustment range.

[0086] Specifically, this invention assesses whether the contact wire restoration is qualified by measuring the recovery time of the contact wire after the locomotive has moved. If it is not qualified, the preset spacing of the contact position is adjusted according to the ratio of the preset recovery time to the preset recovery time. For the problem of poor contact wire restoration, adjusting the preset spacing of the contact position optimizes the contact state, reduces line wear and faults caused by excessive contact pressure, and improves the stability of locomotive operation.

[0087] Please see Figure 4 As shown, it is a flowchart of an embodiment of the present invention for determining whether the pantograph and the contact wire are properly matched.

[0088] Specifically, the track analysis module determines whether the pantograph and the overhead contact line meet the standard based on the comparison result of the flatness similarity of the track image and the flatness similarity threshold after the locomotive has moved, provided that the contact line has been restored to a qualified state.

[0089] If the flatness similarity is less than the flatness similarity threshold, it is determined that the pantograph and the contact wire are not properly matched.

[0090] If the flatness similarity is greater than or equal to the flatness similarity threshold, then the pantograph and the overhead contact line are determined to be compatible.

[0091] In this embodiment of the invention, the flatness similarity threshold is set to 0.92. The flatness similarity threshold is obtained by averaging the flatness similarity of several historical pantographs and contact network lines that meet the matching standards. However, the above value is not limited to this, and those skilled in the art can adjust the value according to actual needs.

[0092] During implementation, the track analysis module determines the flatness similarity based on the ratio of the edge feature values ​​of the track image acquired by the short-end road condition thermal imaging image acquisition device to the edge feature values ​​of the track image acquired by the long-end road condition thermal imaging image acquisition device.

[0093] Specifically, when the track analysis module determines that the pantograph and the contact wire are not properly matched, it determines the pantograph lowering spring tension force based on the comparison between the flatness similarity threshold and the relative difference between the flatness similarity and the preset relative difference.

[0094] If the relative difference is less than or equal to the preset relative difference, then it is determined that the tension force of the lowering spring will be reduced to the corresponding value by using the first preset lowering adjustment coefficient of 0.90.

[0095] If the relative difference is greater than the preset relative difference, then it is determined that the tension force of the lowering spring will be reduced to the corresponding value by using the second preset lowering adjustment coefficient of 0.80.

[0096] The relative difference is the relative difference between the flatness similarity threshold and the flatness similarity.

[0097] In this embodiment of the invention, the preset relative difference value is 0.1, but the above value is not limited to this, and those skilled in the art can adjust the value according to actual needs.

[0098] In this embodiment of the invention, the reduced tension of the lowering spring is the product of the tension of the lowering spring and the preset lowering adjustment coefficient. The preset lowering adjustment coefficient includes a first preset lowering adjustment coefficient with a value of 0.90 and a second preset lowering adjustment coefficient with a value of 0.80. In order to ensure that the adjusted tension of the lowering spring meets the actual needs, the adjustment range should not be too large. Therefore, the adjustment coefficient is set to control the adjustment range.

[0099] Specifically, this invention assesses the matching between the pantograph and the overhead contact line by evaluating the flatness similarity of track images. If the standard is not met, the pantograph lowering spring tension is adjusted based on the flatness similarity threshold and the relative difference between the flatness similarity and the flatness similarity. This improves the stability and safety of the locomotive's electric traction system, enhances the matching degree between the pantograph and the overhead contact line, and thus improves the accuracy of locomotive blind spot warning.

[0100] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

[0101] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A visual early warning system for blind spots in locomotive observation, characterized in that, include: An image acquisition device for acquiring image data of a locomotive, including several image acquisition devices respectively installed at the front and rear ends of the locomotive roof and the front and rear ends of the locomotive body, and several road condition acquisition devices installed at the front and rear ends of the locomotive body. A locomotive visual early warning device, connected to an image acquisition device, includes: The data acquisition module is used to collect images of the locomotive's pantograph, overhead contact line, and track in real time. The data analysis module is used to determine whether the pantograph offset exceeds the limit based on the pantograph offset obtained from the pantograph image. The contact analysis module is used to determine whether the contact stability of the contact position meets the standard based on the result that the pantograph offset does not exceed the limit, the comparison result of the contact pressure fluctuation value obtained by the pantograph image and the overlapping part image with the contact pressure fluctuation threshold, and based on the result that the contact stability does not meet the standard and the contact pressure between the pantograph and the contact wire is insufficient, the lifting spring tension of the lifting spring is increased according to the difference between the contact pressure fluctuation value and the first contact pressure fluctuation threshold. The overlapping part image is the pantograph image of the locomotive and the contact wire image. The line analysis module is used to determine whether the contact network line restoration is qualified based on the result that the contact stability is not up to standard and the contact pressure is too high, and based on the line restoration time obtained from the contact network line images before and after the locomotive travels. Based on the result that the contact network line restoration is not qualified, it determines to increase the preset spacing of the contact position according to the comparison result of the preset line restoration time and the ratio of the line restoration time to the preset ratio. The track analysis module is used to determine the result of the catenary line restoration being qualified based on the line analysis module, to determine whether the pantograph and catenary line matching meets the standard based on the flatness similarity obtained from the track image, and, based on the result that the pantograph and catenary line matching does not meet the standard, to reduce the pantograph lowering spring tension force based on the relative difference between the flatness similarity threshold and the flatness similarity. The flatness similarity is determined by the ratio of the edge feature value of the track image acquired by the short-end road condition thermal imaging image acquisition device to the edge feature value of the track image acquired by the long-end road condition thermal imaging image acquisition device.

2. The locomotive blind spot visualization early warning system according to claim 1, characterized in that, The data analysis module acquires several image data of various components when the locomotive is in motion, and determines that the pantograph offset is within the limit based on the comparison result that the pantograph offset is less than or equal to the preset pantograph offset. The several image data include pantograph images, catenary line images and track images.

3. The locomotive blind spot visualization early warning system according to claim 2, characterized in that, Based on the comparison results of the contact pressure fluctuation value obtained from the overlapping part image being greater than or equal to the first contact pressure fluctuation threshold and less than the second contact pressure fluctuation threshold, the contact analysis module determines that the contact stability of the contact position is substandard and that the contact pressure between the pantograph and the contact network line is insufficient.

4. The locomotive blind spot visualization early warning system according to claim 3, characterized in that, The contact analysis module determines, based on the comparison results of the contact pressure fluctuation value obtained from the overlapping part image being greater than or equal to the second contact pressure fluctuation threshold, that the contact stability of the contact position is substandard and that the contact pressure between the pantograph and the overhead contact line is too high.

5. The locomotive blind spot visualization early warning system according to claim 4, characterized in that, The contact analysis module determines whether to increase the lifting spring tension by a first preset lifting adjustment coefficient or a second preset lifting adjustment coefficient based on the comparison result between the difference between the contact pressure fluctuation value and the first contact pressure fluctuation threshold and a preset difference.

6. The locomotive blind spot visualization early warning system according to claim 5, characterized in that, The line analysis module determines that the contact network line restoration is qualified after the locomotive travels based on the comparison results of the line restoration time obtained from the contact network line images before and after the locomotive travels, which is less than or equal to the preset line restoration time.

7. The locomotive blind spot visualization early warning system according to claim 6, characterized in that, The line analysis module determines that the line restoration after the locomotive travels is unqualified based on the comparison result of the line restoration time obtained after processing the overhead contact line images before and after the locomotive travels, which is greater than the preset line restoration time.

8. The locomotive blind spot visualization early warning system according to claim 7, characterized in that, The line analysis module determines the preset distance of the contact position to be increased by either a first preset distance adjustment coefficient or a second preset distance adjustment coefficient based on the comparison result between the preset line recovery time and the ratio of the preset line recovery time to the preset ratio.

9. The locomotive blind spot visualization early warning system according to claim 8, characterized in that, The line analysis module determines that the pantograph and the overhead contact line are not properly matched based on the comparison results of the flatness similarity obtained after processing the track image and the flatness similarity is less than the flatness similarity threshold. Based on the comparison results of the relative difference between the flatness similarity threshold and the flatness similarity and the preset relative difference, it determines to reduce the pantograph lowering spring tension by using a first preset lowering adjustment coefficient or a second preset lowering adjustment coefficient.

10. The locomotive blind spot visualization early warning system according to claim 9, characterized in that, It also includes an auxiliary display screen, which is installed inside the locomotive to display the image data. The image acquisition device includes a short-end roof image acquisition device, a short-end coupler image acquisition device, a long-end roof image acquisition device, and a long-end coupler image acquisition device. The road condition acquisition device includes a short-end road condition acquisition device and a long-end road condition acquisition device.

Images