Mountain rail vehicle anti-collision coordination method based on dynamic modeling

Abstract

The application discloses a kind of mountain rail car anti-collision coordination methods based on dynamic modeling, it is related to transport control technical field, solve the current mountain rail car in any rail car accident, rear rail car and accident rail car exist the risk of collision, or because accident rail car occurs stall and leads to the problem of collision with front rail car, method is: according to vehicle driving data and track monitoring data constructs the track dynamic model of mountain track;The track conflict area of mountain track is constructed;For whether there is the mountain rail car of track conflict area and all mountain tracks between detection point exist waiting mountain rail car corresponding starting point are judged, and then the real-time speed of waiting rail car is adjusted in combination with collision risk analysis result and traffic time length;Judge whether mountain rail car satisfies driving condition, and mountain rail car is distributed to specified track according to the bearing type of mountain rail car, the application realizes the anti-collision coordination of mountain rail car.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of rail transport control, and particularly relates to a mountain rail car anti-collision coordination method based on dynamic modeling. BACKGROUND

[0002] The mountain rail car is a rail transport vehicle specially designed for mountainous or complex terrains, which runs along a fixed track and can be used for transporting ores, materials, equipment or personnel. It can adapt to changes in track slope, curved routes and complex environments, and is usually equipped with a power system, a braking device and safety protection measures to ensure stable and safe travel. In mine, industrial transportation and scenic area scenes, the mountain rail car can realize efficient and continuous transportation operation, and can combine an automatic control and anti-collision coordination system to optimize transportation efficiency and reduce accident risks, and is an important tool for mountain transportation.

[0003] In the prior art, the traditional mountain rail car anti-collision method relies on increasing the departure interval between rail cars to prevent collision. When multiple rail cars exist in the conflict section at the same time, any rail car has the risk of collision with the rear rail car and the accident rail car when an accident occurs. At the same time, when the accident rail car loses speed, it is also easy to collide with the front rail car.

[0004] Therefore, the application provides a mountain rail car anti-collision coordination method based on dynamic modeling. SUMMARY

[0005] The application aims to provide a mountain rail car anti-collision coordination method based on dynamic modeling to solve the problems in the background art.

[0006] The application aims to provide a mountain rail car anti-collision coordination method based on dynamic modeling to solve the problems in the background art.

[0007] The application aims to provide a mountain rail car anti-collision coordination method based on dynamic modeling to solve the problems in the background art.

[0008] To achieve the above purpose, the application adopts the following technical scheme:

[0009] A mountain rail car anti-collision coordination method based on dynamic modeling, the method comprising:

[0010] Step S100, constructing a track dynamic model of the mountain rail track according to vehicle driving data of the mountain rail car and track monitoring data of the mountain rail track;

[0011] Step S200, constructing a parallel rail conflict area of the mountain rail track through the vehicle driving data and the track monitoring data;

[0012] Step S300, whether there is a parallel conflict region in the mountain rail vehicle, and whether there is a waiting mountain rail vehicle between the starting point and the detection point corresponding to all mountain rail vehicles. Then, combined with the collision risk analysis result and the passing time, the real-time speed of the waiting rail vehicle is adjusted;

[0013] Step S400, based on the signal sending device and the signal receiving device, whether the mountain rail vehicle meets the driving condition, and according to the load type of the mountain rail vehicle, the mountain rail vehicle is distributed to the specified track.

[0014] Further, the vehicle driving data is the resistance acceleration, real-time speed, real-time position, safety fault tolerance distance and maximum brake acceleration of the mountain rail vehicle at all mileage positions, and the signal delay between the mountain rail vehicle and the dispatching terminal;

[0015] The track monitoring data is the 3D point cloud data of the mountain rail and the track slope at all mileage positions.

[0016] Further, the resistance acceleration is the acceleration generated by the rolling resistance between the wheels and the mountain rail and the acceleration generated by the air resistance; the maximum brake acceleration is the acceleration generated by the active brake of the mountain rail vehicle.

[0017] Further, the step S100 includes the following sub-steps:

[0018] Step S101, taking any point as the coordinate origin, any direction as the positive direction of X axis, and the other direction as the positive direction of Y axis, the direction perpendicular to the X axis and Y axis to form a plane as the positive direction of Z axis, to construct a three-dimensional coordinate system of the mountain rail;

[0019] Step S102, obtaining the starting point coordinates corresponding to the starting point of the mountain rail, detecting the main direction of the point cloud data of the mountain rail, and obtaining the main direction of the mountain rail. Extend a fixed length and a fixed width to the main direction of the mountain rail based on the starting point coordinates to obtain the to-be-detected region of the mountain rail;

[0020] Step S103, taking the long side of the to-be-detected region as the reference, extending the detection distance to the outer side to obtain the outer side region of the to-be-detected region, obtaining the inner side point cloud quantity of the to-be-detected region and the outer side point cloud quantity of the outer side region, and subtracting the inner side point cloud quantity from the outer side point cloud quantity to obtain the point cloud quantity difference;

[0021] Step S104, detecting the region shape of the to-be-detected region corresponding to the mountain rail;

[0022] When the inner side point cloud quantity is greater than or equal to the point cloud quantity threshold, the point cloud quantity difference value is greater than or equal to the point cloud quantity difference threshold, and the to-be-detected region is the same as the main direction of the mountain track, it is judged that the to-be-detected region is a linear region, and step S105 is entered.

[0023] When any one of the inner side point cloud quantity being less than the point cloud quantity threshold, the point cloud quantity difference value being less than the point cloud quantity difference threshold, or the to-be-detected region being different from the main direction of the mountain track exists, it is judged that the to-be-detected region is a nonlinear region, and no operation is performed.

[0024] Further, the step S100 further includes the following sub-steps:

[0025] Step S105, a next to-be-detected region of the mountain track is obtained by extending a fixed length and a fixed width to the main direction of the mountain track with the short side of the to-be-detected region as the reference, and step S104 is repeated to detect whether the next to-be-detected region is a linear region;

[0026] Step S106, steps S103-S105 are repeated, if the next to-be-detected region is a linear region, all linear regions are connected, and the connected linear regions are input into the three-dimensional coordinate system of the mountain track to obtain a track static model of the mountain track;

[0027] If the next to-be-detected region is not a linear region, the corresponding to-be-detected region is removed;

[0028] Step S107, the sensing device is installed to the bottom of the mountain track, the adjacent sensing devices are spaced by a fixed length, when the mountain track vehicle passes through the first sensing device, the dispatching terminal records the corresponding first trigger time node, when the mountain track vehicle passes through the second sensing device, the dispatching terminal records the corresponding second trigger time node, the second trigger time node is subtracted from the first trigger time node, the trigger time interval of the mountain track vehicle is calculated, and then the fixed length is divided by the trigger time interval to calculate the real-time speed of the mountain track vehicle;

[0029] Step S108, the real-time position of the mountain track vehicle is obtained, the real-time speed and the real-time position are input into the track static model of the mountain track to obtain a track dynamic model of the mountain track.

[0030] Further, the step S200 includes the following sub-steps:

[0031] Step S201, the track slope of all mileage positions of the mountain track is obtained, the maximum brake acceleration of the mountain track vehicle at all mileage positions and the resistance acceleration of the mountain track vehicle are obtained, and the maximum deceleration acceleration of the mountain track vehicle is calculated.

[0032] obtaining the real-time speed, the maximum deceleration acceleration, and the safe fault-tolerant distance of the mountain rail vehicle, and the signal delay between the mountain rail vehicle and the dispatch terminal, and calculating the vehicle buffer distance of the mountain rail vehicle;

[0033] In step S203, the merging conflict coordinates of the merging point in the track dynamic model are obtained, and based on the merging conflict coordinates, the fixed mechanical buffer distance is extended to the upstream track of the mountain rail, and the corresponding point of the mountain rail after the extension is taken as the entry point of the merging conflict region, and the transfer point is taken as the exit point.

[0034] Further, the step S300 includes the following sub-steps:

[0035] In step S301, the entry point is extended to the vehicle buffer distance of the upstream track, and the corresponding point of the mountain rail after the extension is taken as the detection point of the mountain rail, and the mountain rail vehicle in the merging conflict region is recorded as the merging mountain rail vehicle, and the mountain rail vehicle between the start point and the detection point is recorded as the waiting mountain rail vehicle.

[0036] In step S302, when there is a merging mountain rail vehicle in the merging conflict region, it is obtained whether there is a waiting mountain rail vehicle between the corresponding start point and the detection point of the mountain rail, and it is determined whether there is a collision risk.

[0037] In step S303, when there is no merging mountain rail vehicle in the merging conflict region, it is obtained whether there is a waiting mountain rail vehicle between the corresponding start point and the detection point of the mountain rail, and it is determined whether there is a collision risk.

[0038] Further, the step S302 includes the following sub-steps:

[0039] In step S3021, if there is a waiting mountain rail vehicle between the corresponding start point and the detection point of all mountain rails, the remaining driving distance between the merging mountain rail vehicle and the transfer point is obtained, the remaining driving distance is divided by the real-time speed of the merging mountain rail vehicle to obtain the remaining occupation time length of the merging conflict region, the track distances between the current positions of the two groups of waiting mountain rail vehicles and the detection point are obtained, the track distances are divided by the real-time speeds of the waiting mountain rail vehicles to obtain the remaining time lengths for the two groups of waiting mountain rail vehicles to arrive at the detection point, the smaller one of the corresponding remaining time lengths of the two groups of waiting mountain rail vehicles to arrive at the detection point is compared with the occupation time length, if the remaining time length is greater than or equal to the occupation time length, no operation is performed, and if the remaining time length is less than the occupation time length, a deceleration instruction is sent to the waiting mountain rail vehicle.

[0040] Meanwhile, the remaining time lengths of the two groups of waiting mountain-railway vehicles to arrive at the detection point are subtracted to obtain a time length difference of the two groups of waiting mountain-railway vehicles to arrive at the detection point, if the time length difference is greater than the passing time length, no operation is performed, if the time length difference is less than or equal to the passing time length, speed reduction operation is performed on any one of the two groups of waiting mountain-railway vehicles;

[0041] In step S3022, if there is only one group of mountain-railway vehicles waiting between the start point and the detection point, the remaining driving distance between the merging mountain-railway vehicle and the transfer point is obtained, the remaining driving distance is divided by the real-time speed of the merging mountain-railway vehicle to obtain the remaining occupation time length of the merging conflict area, then the track distance between the current position of the waiting mountain-railway vehicle and the detection point is obtained, the track distance is divided by the real-time speed of the waiting mountain-railway vehicle to obtain the remaining time length of the waiting mountain-railway vehicle to arrive at the detection point, the remaining time length is compared with the occupation time length, if the remaining time length is greater than or equal to the occupation time length, no operation is performed, if the remaining time length is less than the occupation time length, a speed reduction instruction is sent to the waiting mountain-railway vehicle, and speed reduction operation is performed on the waiting mountain-railway vehicle;

[0042] In step S3023, if there is no waiting mountain-railway vehicle between the start point and the detection point of all mountain-railway vehicles, no operation is performed.

[0043] Further, the step S303 includes the following sub-steps:

[0044] In step S3031, if there is a waiting mountain-railway vehicle between the start point and the detection point of all mountain-railway vehicles, the track distances between the current positions of the two groups of waiting mountain-railway vehicles and the detection point are obtained, the track distances are divided by the real-time speeds of the waiting mountain-railway vehicles to obtain the remaining time lengths of the two groups of waiting mountain-railway vehicles to arrive at the detection point, then the remaining time lengths of the two groups of waiting mountain-railway vehicles to arrive at the detection point are subtracted to obtain a time length difference of the two groups of waiting mountain-railway vehicles to arrive at the detection point, if the time length difference is greater than the passing time length, no operation is performed, if the time length difference is less than or equal to the passing time length, speed reduction operation is performed on any one of the two groups of waiting mountain-railway vehicles;

[0045] In step S3032, if there is only one group of mountain-railway vehicles waiting between the start point and the detection point or there is no waiting mountain-railway vehicle between the start point and the detection point of all mountain-railway vehicles, no operation is performed.

[0046] Further, the step S400 includes the following sub-steps:

[0047] In step S401, the signal receiving device is installed at the front direction corresponding to the head position of the mountain-railway vehicle, and the signal sending device is installed at the tail position of the mountain-railway vehicle.

[0048] Step S402, the mountainous track between the transit point and the branch point is taken as a branch conflict area, when there is no mountainous track vehicle in the branch conflict area, the first mountainous track vehicle enters the branch conflict area, and the signal sending device continuously sends the no-go signal;

[0049] Step S403, when the first mountainous track vehicle reaches the branch point, the signal sending device of the first mountainous track vehicle sends the go signal, and stops sending the no-go signal;

[0050] Step S404, when the signal receiving device of the second mountainous track vehicle receives the no-go signal of the first mountainous track vehicle, or cannot receive the go signal, it is judged that the second mountainous track vehicle does not meet the driving condition, and the second mountainous track vehicle stops in place;

[0051] When the signal receiving device of the second mountainous track vehicle cannot receive the no-go signal of the first mountainous track vehicle, and the first mountainous track vehicle sends the go signal, it is judged that the second mountainous track vehicle meets the driving condition, and the second mountainous track vehicle enters the branch conflict area;

[0052] Step S405, the carrying type of the mountainous track vehicle is obtained, when the mountainous track vehicle passes through the branch point, the branch point distributes the mountainous track vehicle to the designated mountainous track according to the carrying type.

[0053] In summary, due to the adoption of the above technical scheme, the beneficial effects of the present application are:

[0054] 1. The present application constructs a track dynamic model of the mountainous track according to the vehicle driving data of the mountainous track vehicle and the track monitoring data of the mountainous track, and constructs a parallel track conflict area of the mountainous track through the vehicle driving data and the track monitoring data. Whether there is a mountainous track vehicle in the parallel track conflict area and whether there is a mountainous track vehicle between the corresponding starting point and detection point of all mountainous tracks are judged, and then the real-time speed of the track vehicle is adjusted combined with the collision risk analysis result and the passing time, so as to avoid the collision risk of the mountainous track vehicle;

[0055] 2. The present application judges whether the mountainous track vehicle meets the driving condition based on the signal sending device and the signal receiving device, and distributes the mountainous track vehicle to the designated track according to the carrying type of the mountainous track vehicle. The present application constructs a collision avoidance coordination method of the mountainous track vehicle through signal control. BRIEF DESCRIPTION OF DRAWINGS

[0056] In order to facilitate those skilled in the art to understand, the present application will be further described below in conjunction with the drawings.

[0057] Figure 1 The method flowchart of the present application;

[0058] Figure 2A diagram of a to-be-detected region of a mountain track in the present application is shown in FIG. 1.

[0059] Figure 3 A diagram of a merging conflict region of a mountain track in the present application is shown in FIG. 2.

[0060] Figure 4 A structural schematic diagram of an electronic device in the present application is shown in FIG. 3. DETAILED DESCRIPTION

[0061] The technical solutions of the present application will be described below in detail with reference to the embodiments. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts fall within the scope of the present application.

[0062] Embodiment One, please refer to FIG. 1 Figures 1-3 The technical solution provided by the present application is as follows:

[0063] Step S100, constructing a track dynamic model of the mountain track according to vehicle driving data of the mountain track vehicle and track monitoring data of the mountain track;

[0064] The vehicle driving data specifically includes resistance acceleration, real-time speed, real-time position, safety fault tolerance distance of the mountain track vehicle, maximum brake acceleration of the mountain track vehicle at all mileage positions, and signal delay between the mountain track vehicle and a dispatch terminal. The dispatch terminal is a device for controlling and information interaction of unified command and management of the mountain track vehicle operation. The resistance acceleration specifically includes acceleration generated by rolling resistance between the wheels and the mountain track and acceleration generated by air resistance. The maximum brake acceleration specifically includes acceleration generated by active braking of the mountain track vehicle. The track monitoring data specifically includes 3D point cloud data of the mountain track and track slope at all mileage positions. The mileage position specifically refers to a mileage point corresponding to any length from the starting point of the mountain track. The real-time position of the mountain track vehicle is obtained by a GPS positioning device in real time.

[0065] In practice, the real-time speed and real-time position of the mountain track vehicle, and the 3D point cloud data of the mountain track and the track slope at all mileage positions are used to construct the track dynamic model of the mountain track.

[0066] In the present embodiment, the step S100 includes the following sub-steps:

[0067] Step S101, constructing a three-dimensional coordinate system of the mountain track by taking any point as a coordinate origin, any direction as a positive direction of X axis, another direction as a positive direction of Y axis, and a direction perpendicular to the X axis and the Y axis as a positive direction of Z axis.

[0068] Wherein, the positive east direction can be taken as the positive direction of the X axis, the positive north direction can be taken as the positive direction of the Y axis, and the direction perpendicular to the ground can be taken as the positive direction of the Z axis;

[0069] Step S102, as shown in the figure, the starting point coordinates corresponding to the starting point of the mountain track are obtained, the main direction of the point cloud data of the mountain track is detected by the neighborhood PCA method, the main direction of the mountain track is detected, and the starting point coordinates are taken as the reference to extend the fixed length and the fixed width to the main direction of the mountain track, to obtain the to-be-detected region of the mountain track; Figure 2

[0070] Wherein, the main direction of the point cloud data of the mountain track is detected by the neighborhood PCA method, which is prior art; in practice, the fixed length can be 2 meters, and the fixed width can be 1 meter;

[0071] Step S103, taking the long side of the to-be-detected region as the reference, the detection distance is extended to the outer side to obtain the outer side region of the to-be-detected region, the number of inner side point clouds of the to-be-detected region and the number of outer side point clouds of the outer side region are obtained, and the number of inner side point clouds is subtracted from the number of outer side point clouds to obtain the point cloud number difference value;

[0072] Step S104, the region shape of the to-be-detected region corresponding to the mountain track is detected;

[0073] When the number of inner side point clouds is greater than or equal to the point cloud number threshold value, and the point cloud number difference value is greater than or equal to the point cloud number difference threshold value, and the to-be-detected region is the same as the main direction of the mountain track, it is judged that the to-be-detected region is a linear region, and step S105 is entered;

[0074] When any one of the number of inner side point clouds is less than the point cloud number threshold value, the point cloud number difference value is less than the point cloud number difference threshold value, or the to-be-detected region is not the same as the main direction of the mountain track, it is judged that the to-be-detected region is a nonlinear region, and no operation is performed;

[0075] Step S105, taking the short side of the to-be-detected region as the reference, the fixed length and the fixed width are extended to the main direction of the mountain track to obtain the next to-be-detected region of the mountain track, and steps S104 are repeated to detect whether the next to-be-detected region is a linear region;

[0076] Step S106, steps S103-S105 are repeated, if the next to-be-detected region is a linear region, all linear regions are connected, and the connected linear regions are input into the three-dimensional coordinate system of the mountain track to obtain the track static model of the mountain track;

[0077] If the next to-be-detected region is not a linear region, the corresponding to-be-detected region is removed;

[0078] ​The track static model is composed of a track of the mountain track, a starting point, a merging point, a transfer point, a branch point and a target point. It needs to be particularly pointed out that the mountain track designed in the embodiment is a track continuously from the starting point to the target point of the mountain track. The merging point is a position where two mountain tracks merge into one mountain track. The transfer point is a dispatching position set in the running process of the mountain track vehicle, which is used for the mountain track vehicle to wait for a dispatching instruction or to transfer goods. The transfer point is provided with a track vehicle placement area. The branch point is a position where one mountain track is divided into two or more mountain tracks. The target point is a destination finally reached by the mountain track vehicle.

[0079] In step S107, the induction device is installed at the bottom of the mountain track with a fixed length between adjacent induction devices. When the mountain track vehicle passes the first induction device, the dispatching terminal records the corresponding first trigger time node. When the mountain track vehicle passes the second induction device, the dispatching terminal records the corresponding second trigger time node. The second trigger time node is subtracted from the first trigger time node to calculate the trigger time interval of the mountain track vehicle. Then, the fixed length is divided by the trigger time interval to calculate the real-time speed of the mountain track vehicle.

[0080] The induction device is connected to the dispatching terminal. The induction device is specifically a photosensitive sensor. When the mountain track vehicle passes the induction device, the photosensitive sensor receives no light signal due to the blockage of light by the mountain track vehicle. At the same time, the photosensitive sensor outputs a signal that the mountain track vehicle has passed to the dispatching terminal, and the dispatching terminal records the corresponding trigger time node. The first induction device is adjacent to the second induction device.

[0081] In step S108, the real-time position of the mountain track vehicle is obtained. The real-time speed and the real-time position are input into the track static model of the mountain track to obtain the track dynamic model of the mountain track.

[0082] In step S200, the merging conflict area of the mountain track is constructed by using the vehicle driving data and the track monitoring data.

[0083] In the embodiment, the merging conflict area of the mountain track is constructed by using the resistance acceleration of the mountain track vehicle, the real-time speed, the safety fault tolerance distance, the maximum braking acceleration of the mountain track vehicle at all mileage positions, the signal delay between the mountain track vehicle and the dispatching terminal, and the track slope of all mileage positions of the mountain track.

[0084] In the embodiment, the step S200 includes the following sub-steps:

[0085] In step S201, the track slope θi of all mileage positions of the mountain track is obtained, wherein i is the number of the mileage position of the mountain track, i=1, 2, …, n, n is a positive integer, and the maximum braking acceleration SJi of the mountain track vehicle at all mileage positions and the resistance acceleration ZJ of the mountain track vehicle are obtained, and the maximum deceleration acceleration JS of the mountain track vehicle is calculated by a formula, and the formula is as follows:

[0086] JS=SJi+ZJ-g×sinθi, wherein g is the acceleration of gravity, and in practice, g=9.8 m / s2;

[0087] In step S202, the real-time speed SD, the maximum deceleration acceleration JS and the safety fault tolerance distance RJ of the mountain track vehicle are obtained, and the signal delay YC between the mountain track vehicle and the dispatch terminal is obtained, and the vehicle buffer distance AJ of the mountain track vehicle is calculated by a formula, and the formula is as follows:

[0088] AJ=SD×YC+(SD2) / (2×JS)+RJ, wherein SD×YC specifically refers to the running distance of the mountain track vehicle when the mountain track vehicle communicates with the dispatch terminal; (SD2) / (2×JS) specifically refers to the braking distance required by the maximum deceleration acceleration when the mountain track vehicle runs at the real-time speed; and the vehicle buffer distance specifically refers to the minimum braking distance required to ensure that the mountain track vehicle will not collide with the front obstacle, the front mountain track vehicle or the speed limit point in the operation of the mountain track vehicle;

[0089] In step S203, as shown in Figure 3 , the merging conflict coordinates of the merging point in the track dynamic model are obtained, and based on the merging conflict coordinates, a fixed mechanical buffer distance is extended to the upstream track of the mountain track, and the corresponding point of the mountain track after the extension of the fixed mechanical buffer distance is taken as the entrance point of the merging conflict area, and the transfer point is taken as the exit point.

[0090] It should be specifically noted that all mountain track vehicles share one merging point, and all mountain track vehicles reach the merging point through different ramps corresponding to the starting points; the upstream track specifically refers to the track between the starting point and the merging point of the mountain track; and the fixed mechanical buffer distance specifically refers to the distance required for the mountain track vehicle to be forcibly stopped by the mechanical device of the mountain track in the case of out-of-control.

[0091] In step S300, it is judged whether there is a merging mountain track vehicle in the merging conflict area and whether there is a waiting mountain track vehicle between the corresponding starting point of all mountain tracks and the detection point, and then the real-time speed of the waiting track vehicle is adjusted in combination with the collision risk analysis result and the passing time.

[0092] The passing time length is specifically a standard time length of the mountain rail vehicle passing through the parallel conflict area;

[0093] In the embodiment, the step S300 includes the following sub-steps:

[0094] In step S301, the entry point is extended to the upstream track by a vehicle buffer distance, the extended corresponding point of the mountain rail is taken as a detection point of the mountain rail, the mountain rail vehicles in the parallel conflict area are recorded as parallel mountain rail vehicles, and the mountain rail vehicles between the start point and the detection point are recorded as waiting mountain rail vehicles;

[0095] In step S302, when there is a parallel mountain rail vehicle in the parallel conflict area, it is determined whether there is a waiting mountain rail vehicle between the corresponding start point and the detection point of the mountain rail, and whether there is a collision risk, specifically as follows:

[0096] In step S3021, if there is a waiting mountain rail vehicle between the corresponding start point and the detection point of all the mountain rails, the remaining driving distance between the parallel mountain rail vehicle and the transfer point is obtained, the remaining driving distance is divided by the real-time speed of the parallel mountain rail vehicle to obtain the remaining occupation time length of the parallel conflict area, the track distance between the current position of the waiting mountain rail vehicle and the detection point is obtained, the track distance is divided by the real-time speed of the waiting mountain rail vehicle to obtain the remaining time length of the waiting mountain rail vehicle to reach the detection point, the smaller one of the corresponding remaining time lengths of the two groups of waiting mountain rail vehicles to reach the detection point is taken, and the occupation time length is compared, if the remaining time length is greater than or equal to the occupation time length, no operation is performed, if the remaining time length is less than the occupation time length, a speed reduction instruction is sent to the waiting mountain rail vehicle;

[0097] Meanwhile, the remaining time lengths of the two groups of waiting mountain rail vehicles to reach the detection point are subtracted to obtain the time length difference of the two groups of waiting mountain rail vehicles to reach the detection point, if the time length difference is greater than the passing time length, no operation is performed, if the time length difference is less than or equal to the passing time length, speed reduction operation is performed on any one of the two groups of waiting mountain rail vehicles;

[0098] In step S3022, if there is only one group of waiting mountain rail vehicles between the corresponding start point and the detection point of the mountain rail, the remaining driving distance between the parallel mountain rail vehicle and the transfer point is obtained, the remaining driving distance is divided by the real-time speed of the parallel mountain rail vehicle to obtain the remaining occupation time length of the parallel conflict area, the track distance between the current position of the waiting mountain rail vehicle and the detection point is obtained, the track distance is divided by the real-time speed of the waiting mountain rail vehicle to obtain the remaining time length of the waiting mountain rail vehicle to reach the detection point, the remaining time length is compared with the occupation time length, if the remaining time length is greater than or equal to the occupation time length, no operation is performed, if the remaining time length is less than the occupation time length, a speed reduction instruction is sent to the waiting mountain rail vehicle, and speed reduction operation is performed on the waiting mountain rail vehicle;

[0099] Step S3023, if there is no waiting mountain rail car between the starting point and the detection point corresponding to all mountain rail tracks, no operation is performed;

[0100] Step S303, when there is no merging mountain rail car in the merging conflict area, it is determined whether there is a collision risk by checking whether there is a waiting mountain rail car between the starting point and the detection point corresponding to the mountain rail track, as follows:

[0101] Step S3031, if there is a waiting mountain rail car between the starting point and the detection point corresponding to all mountain rail tracks, the track mileage between the current position of the two groups of waiting mountain rail cars and the detection point is obtained, and the track mileage is divided by the real-time speed of the waiting mountain rail car to obtain the remaining time for the two groups of waiting mountain rail cars to arrive at the detection point. Then, the remaining time for the two groups of waiting mountain rail cars to arrive at the detection point is subtracted to obtain the time difference of the two groups of waiting mountain rail cars to arrive at the detection point. If the time difference is greater than the passing time, no operation is performed. If the time difference is less than or equal to the passing time, any one of the two groups of waiting mountain rail cars is subjected to speed reduction operation.

[0102] Step S3032, if there is only one group of waiting mountain rail cars between the starting point and the detection point corresponding to all mountain rail tracks, or there is no waiting mountain rail car between the starting point and the detection point corresponding to all mountain rail tracks, no operation is performed.

[0103] Step S400, determining whether the mountain rail car meets the driving condition based on the signal sending device and the signal receiving device, and distributing the mountain rail car to a specified track according to the load type of the mountain rail car;

[0104] The load type can be ore, coal, sand, generator or personnel, etc.

[0105] In this embodiment, the step S400 includes the following sub-steps:

[0106] Step S401, installing the signal receiving device to the head position corresponding to the advancing direction of the mountain rail car, and installing the signal sending device to the tail position of the mountain rail car;

[0107] When the mountain rail car reaches the transfer point, the advancing direction of the mountain rail car is the direction of the target point.

[0108] Step S402, taking the mountain rail between the transfer point and the split rail point as a split rail conflict area, when there is no mountain rail car in the split rail conflict area, the first mountain rail car enters the split rail conflict area, and the signal sending device continuously sends the no-driving signal;

[0109] Step S403, when the first mountain rail vehicle reaches the split rail point, the signal sending device of the first mountain rail vehicle sends a running signal, and simultaneously stops sending a running prohibition signal;

[0110] Step S404, when the signal receiving device of the second mountain rail vehicle receives the running prohibition signal of the first mountain rail vehicle, or fails to receive the running signal, it is determined that the second mountain rail vehicle does not meet the running condition, and the second mountain rail vehicle stops in place;

[0111] When the signal receiving device of the second mountain rail vehicle fails to receive the running prohibition signal of the first mountain rail vehicle, and the first mountain rail vehicle sends a running signal, it is determined that the second mountain rail vehicle meets the running condition, and the second mountain rail vehicle enters the split rail conflict area;

[0112] Step S405, the load type of the mountain rail vehicle is obtained, and when the mountain rail vehicle passes through the split rail point, the split rail point distributes the mountain rail vehicle to a designated mountain rail according to the load type.

[0113] In the embodiment two, the embodiment of the present application further provides a computer device for running the mountain rail vehicle anti-collision coordination method based on dynamic modeling. Figure 4 The computer device provided by the embodiment of the present application is shown in the structural schematic diagram, and the computer device includes a memory and a processor, wherein the memory is used to store one or more computer instructions, and the one or more computer instructions are executed by the processor to realize the mountain rail vehicle anti-collision coordination method based on dynamic modeling;

[0114] Further, Figure 4 The computer device further includes a system bus and a communication interface, and the processor, the communication interface and the memory are connected through the communication bus;

[0115] The memory can include a high-speed random access memory (RAM) and can also include a non-volatile memory, for example, at least one disk memory. The communication connection between the system network element and at least one other network element is realized through at least one communication interface (which can be wired or wireless), and the Internet, a wide area network, a local area network, a metropolitan area network, etc. can be used. The system bus can be an ISA bus, a PCI bus or an EISA bus, etc. The system bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, Figure 4 Only one bidirectional arrow is used in the figure, but it does not mean that there is only one communication bus or one type of system bus;

[0116] The processor can be an integrated circuit chip having a signal processing capability. In implementation, the steps of the above method can be completed by integrated logic circuits or instructions in the form of software in the processor. The processor described above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), and the like; or can be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware component. The methods, steps and logical block diagrams disclosed in the embodiments of the present application can be implemented or executed. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor. The steps of the method disclosed in combination with the embodiments of the present application can be directly embodied as a hardware code processor for execution, or a combination of hardware and software modules in the code processor for execution. The software module can be located in a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, and the like mature storage medium in the art. The storage medium is located in the memory, and the processor reads the information in the memory, and combines the hardware to complete the steps of the method of the above embodiments.

[0117] In embodiment three, the present application further provides a computer storage medium, which stores computer executable instructions. When the computer executable instructions are called and executed by a processor, the computer executable instructions cause the processor to implement the above-mentioned mountain rail car anti-collision coordination method based on dynamic modeling. For specific implementation, please refer to the method embodiments, which will not be described here.

[0118] The computer program product of the mountain rail car anti-collision coordination method based on dynamic modeling provided by the embodiments of the present application includes a computer storage medium storing program codes. The instructions included in the program codes can be used to execute the method in the above method embodiments. For specific implementation, please refer to the method embodiments, which will not be described here.

[0119] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the above-described system and / or device can refer to the corresponding process in the above method embodiments, which will not be described here.

[0120] In addition, in the description of the embodiments of the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connecting" should be understood in a broad sense, for example, can be fixedly connected, or can be detachably connected, or integrally connected; can be mechanically connected, or can be electrically connected; can be directly connected, or indirectly connected through an intermediate medium; can be internal communication of two elements. For those skilled in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0121] The functions described above, if implemented in the form of software function units and sold or used as independent products, can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application or the part of the present application which essentially contributes to the prior art or the part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various program code storage media.

[0122] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A dynamic modeling-based anti-collision coordination method for mountain rail vehicles, characterized by, The method comprises: Step S100, constructing a track dynamic model of the mountain track according to vehicle driving data of the mountain track vehicle and track monitoring data of the mountain track; Wherein, the step S100 comprises the following sub-steps: Step S101, constructing a three-dimensional coordinate system of the mountain track, taking any point as the coordinate origin, taking any direction as the positive direction of the X-axis, taking another direction as the positive direction of the Y-axis, and taking the direction perpendicular to the X-axis and the Y-axis as the positive direction of the Z-axis; Step S102, obtaining a start point corresponding to a start point coordinate of the mountain track, detecting the main direction of the mountain track by performing main direction detection on point cloud data of the mountain track, and extending a fixed length and a fixed width from the start point coordinate to the main direction of the mountain track to obtain a to-be-detected region of the mountain track; Step S103, extending a detection distance outward from the long side of the to-be-detected region to obtain an outer region of the to-be-detected region, obtaining an inner side point cloud quantity of the to-be-detected region and an outer side point cloud quantity of the outer region, and subtracting the inner side point cloud quantity from the outer side point cloud quantity to obtain a point cloud quantity difference value; Step S104, detecting the shape of the region corresponding to the to-be-detected region of the mountain track; When the inner side point cloud quantity is greater than or equal to a point cloud quantity threshold value, the point cloud quantity difference value is greater than or equal to a point cloud quantity difference threshold value, and the to-be-detected region is the same as the main direction of the mountain track, it is judged that the to-be-detected region is a linear region, and step S105 is entered; When any one of the following conditions exists: the inner side point cloud quantity is less than the point cloud quantity threshold value, the point cloud quantity difference value is less than the point cloud quantity difference threshold value, or the to-be-detected region is not the same as the main direction of the mountain track, it is judged that the to-be-detected region is a nonlinear region, and no operation is performed; Step S105, extending a fixed length and a fixed width from the short side of the to-be-detected region to the main direction of the mountain track to obtain a next to-be-detected region of the mountain track, and repeating step S104 to detect whether the next to-be-detected region is a linear region; Step S106, repeating steps S103-S105, if the next to-be-detected region is a linear region, connecting all the linear regions, inputting the connected linear regions into the three-dimensional coordinate system of the mountain track, and obtaining a track static model of the mountain track; If the next to-be-detected region is not a linear region, the corresponding to-be-detected region is removed; Step S107, installing sensing devices to the bottom of the mountain track, spacing the adjacent sensing devices by a fixed length, recording a corresponding first trigger time node when the mountain track vehicle passes through a first sensing device, recording a corresponding second trigger time node when the mountain track vehicle passes through a second sensing device, subtracting the second trigger time node from the first trigger time node to obtain a trigger time interval of the mountain track vehicle, and then dividing the fixed length by the trigger time interval to obtain a real-time speed of the mountain track vehicle; Step S108, obtaining a real-time position of the mountain track vehicle, inputting the real-time speed and the real-time position into the track static model of the mountain track, and obtaining a track dynamic model of the mountain track; Step S200, constructing a parallel track conflict region of the mountain track through the vehicle driving data and the track monitoring data; Step S300, whether there is a parallel conflict area within the mountain rail car and all mountain rail corresponding to the starting point to the detection point between whether there is a waiting mountain rail car for judgment, and then combined with the collision risk analysis results and the traffic time to adjust the real-time speed of the waiting rail car; Step S400, based on the signal sending device and the signal receiving device to determine whether the mountain rail car meets the driving conditions, and according to the load type of the mountain rail car, the mountain rail car is distributed to the designated track.

2. The mountain rail vehicle collision avoidance coordination method based on dynamic modeling according to claim 1, wherein, The vehicle driving data is the resistance acceleration, real-time speed, real-time position, safety fault tolerance distance and maximum brake acceleration of the mountain rail car at all mileage positions, and the signal delay between the mountain rail car and the dispatch terminal; The track monitoring data is the 3D point cloud data of the mountain rail and the track slope at all mileage positions.

3. The mountain rail vehicle collision avoidance coordination method based on dynamic modeling according to claim 2, characterized in that, The resistance acceleration is the acceleration generated by the rolling resistance between the wheels and the mountain rail and the acceleration generated by the air resistance; the maximum brake acceleration is the acceleration generated by the active brake of the mountain rail car.

4. The mountain rail vehicle collision avoidance coordination method based on dynamic modeling of claim 1, wherein, The step S200 includes the following sub-steps: Step S201, obtaining the track slope of the mountain rail at all mileage positions, and obtaining the maximum brake acceleration of the mountain rail car at all mileage positions and the resistance acceleration of the mountain rail car, calculating the maximum deceleration acceleration of the mountain rail car; Step S202, then obtaining the real-time speed, maximum deceleration acceleration and safety fault tolerance distance of the mountain rail car, and the signal delay between the mountain rail car and the dispatch terminal, calculating the vehicle buffer distance of the mountain rail car; Step S203, obtaining the parallel conflict coordinates of the parallel point in the track dynamic model, taking the parallel conflict coordinates as the reference, extending the fixed mechanical buffer distance to the upstream track of the mountain rail, taking the corresponding point of the mountain rail after extending the fixed mechanical buffer distance as the entrance point of the parallel conflict area, and taking the transfer point as the exit point.

5. The mountain rail vehicle collision avoidance coordination method based on dynamic modeling according to claim 4, characterized in that, The step S300 includes the following sub-steps: Step S301, extending the vehicle buffer distance to the upstream track from the entrance point, and taking the corresponding point of the mountain rail after extension as the detection point of the mountain rail, and recording the mountain rail car in the parallel conflict area as the parallel mountain rail car, and recording the mountain rail car between the starting point and the detection point as the waiting mountain rail car; Step S302, when there is a parallel mountain rail car in the parallel conflict area, whether there is a waiting mountain rail car between the corresponding starting point and the detection point of the mountain rail is obtained, and whether there is a collision risk is determined; Step S303, when there is no parallel mountain rail car in the parallel conflict area, whether there is a waiting mountain rail car between the corresponding starting point and the detection point of the mountain rail is obtained, and whether there is a collision risk is determined.

6. The mountain rail vehicle collision avoidance coordination method based on dynamic modeling according to claim 5, wherein, The step S302 includes the following sub-steps: In step S3021, if all the mountain rails correspond to the waiting mountain rail cars between the starting point and the detection point, the remaining driving distance between the parallel rail mountain rail car and the transfer point is obtained, the remaining driving distance is divided by the real-time speed of the parallel rail mountain rail car to obtain the remaining occupation time of the parallel conflict area, and then the track distance between the current position of the two groups of waiting mountain rail cars and the detection point is obtained, the track distance is divided by the real-time speed of the waiting mountain rail car to obtain the remaining time of the two groups of waiting mountain rail cars to arrive at the detection point, the smaller one of the two groups of waiting mountain rail cars is taken, and the remaining time corresponding to the detection point is compared with the occupation time. If the remaining time is greater than or equal to the occupation time, no operation is performed; if the remaining time is less than the occupation time, a speed reduction instruction is sent to the waiting mountain rail car; At the same time, the remaining time of the two groups of waiting mountain rail cars to arrive at the detection point is subtracted to obtain the time difference of the two groups of waiting mountain rail cars to arrive at the detection point. If the time difference is greater than the passing time, no operation is performed. If the time difference is less than or equal to the passing time, the speed of any one of the two groups of waiting mountain rail cars is reduced. In step S3022, if there is only one group of mountain rails corresponding to the waiting mountain rail cars between the starting point and the detection point, the remaining driving distance between the parallel rail mountain rail car and the transfer point is obtained, the remaining driving distance is divided by the real-time speed of the parallel rail mountain rail car to obtain the remaining occupation time of the parallel conflict area, and then the track distance between the current position of the waiting mountain rail car and the detection point is obtained, the track distance is divided by the real-time speed of the waiting mountain rail car to obtain the remaining time of the waiting mountain rail car to arrive at the detection point, and the remaining time is compared with the occupation time. If the remaining time is greater than or equal to the occupation time, no operation is performed; if the remaining time is less than the occupation time, a speed reduction instruction is sent to the waiting mountain rail car, and the speed of the waiting mountain rail car is reduced. In step S3023, if there is no waiting mountain rail car between the starting point and the detection point of all the mountain rails, no operation is performed.

7. The mountain rail vehicle collision avoidance coordination method based on dynamic modeling of claim 5, wherein, The step S303 includes the following sub-steps: In step S3031, if all the mountain rails correspond to the waiting mountain rail cars between the starting point and the detection point, the track distance between the current position of the two groups of waiting mountain rail cars and the detection point is obtained, the track distance is divided by the real-time speed of the waiting mountain rail car to obtain the remaining time of the two groups of waiting mountain rail cars to arrive at the detection point, and then the remaining time of the two groups of waiting mountain rail cars to arrive at the detection point is subtracted to obtain the time difference of the two groups of waiting mountain rail cars to arrive at the detection point. If the time difference is greater than the passing time, no operation is performed. If the time difference is less than or equal to the passing time, the speed of any one of the two groups of waiting mountain rail cars is reduced. In step S3032, if there is only one group of mountain rails corresponding to the waiting mountain rail cars between the starting point and the detection point or there is no waiting mountain rail car between the starting point and the detection point of all the mountain rails, no operation is performed.

8. The mountain rail vehicle collision avoidance coordination method based on dynamic modeling of claim 5, wherein, The step S400 includes the following sub-steps: Step S401, the signal receiving device is installed to the front direction corresponding to the head position of the mountain track vehicle, and the signal sending device is installed to the tail position of the mountain track vehicle; Step S402, the mountain track between the transfer point and the branch track point is taken as a branch track conflict area, when there is no mountain track vehicle in the branch track conflict area, the first mountain track vehicle enters the branch track conflict area, and the signal sending device continuously sends the no-go signal; Step S403, when the first mountain track vehicle reaches the branch track point, the signal sending device of the first mountain track vehicle sends the go signal, and stops sending the no-go signal; Step S404, when the signal receiving device of the second mountain track vehicle receives the no-go signal of the first mountain track vehicle, or cannot receive the go signal, it is judged that the second mountain track vehicle does not meet the driving condition, and the second mountain track vehicle stops in place; When the signal receiving device of the second mountain track vehicle cannot receive the no-go signal of the first mountain track vehicle, and the first mountain track vehicle sends the go signal, it is judged that the second mountain track vehicle meets the driving condition, and the second mountain track vehicle enters the branch track conflict area; Step S405, the load type of the mountain track vehicle is obtained, when the mountain track vehicle passes through the branch track point, the branch track point distributes the mountain track vehicle to the designated mountain track according to the load type.

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