Mine electric locomotive route protection method, system, equipment and medium

Abstract

The invention discloses a mine electric locomotive route protection method, system and device and a medium, and relates to the technical field of mine electric locomotive positioning, and the method comprises the steps: obtaining a plurality of line sections, and carrying out the turnout feature marking of each section; acquiring monitoring data of the line section, judging an occupancy state of the line section based on the monitoring data, and acquiring a running state of the electric locomotive in the section; based on a section occupation protection strategy, interlocking protection is carried out according to the operation state of the electric locomotive in combination with the turnout identification of the line section; according to the method, the line state occupation detection range can be reduced by dividing the line sections, so that the occupation state detection efficiency and detection precision are improved, the electric locomotive access protection is performed in a targeted manner by further combining the operation state of the electric locomotive, the protection reliability is improved, and the problems of low detection efficiency and low detection precision of the occupation state of the mine transportation line are solved. And the electric locomotive route protection effect is poor.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of mine electric locomotive positioning, in particular to a mine electric locomotive route protection method, system, device and medium. BACKGROUND

[0002] Currently, the commonly used line occupation detection method for electric locomotives in mine rail transportation mainly includes manual inspection, satellite positioning or reference to the axle-based occupation detection method of urban rail transit. However, manual inspection is low in efficiency, satellite positioning has large positioning error and high delay due to environmental factors in mine scenes, and is difficult to adapt to complex mine environments, especially completely fails in mine underground, tunnels or dense shielding areas, and cannot accurately determine the section occupation state of electric locomotives; track circuit, axle counting, active / passive beacon methods are difficult to be applied in large scale in mine environments with non-passenger short-term transportation conditions, and have high construction and operation and maintenance costs, which are not suitable for mine rail transportation scenes. SUMMARY

[0003] The purpose of the present application is to solve the problem of low efficiency of mine transportation line occupation state detection, which leads to poor electric locomotive route protection effect; a mine electric locomotive route protection method, system, device and medium are provided, the line state occupation detection range is reduced by dividing the line section, thereby reducing the detection data and improving the single detection response speed, the line section is monitored to determine the occupation state of the section and obtain the running state of the electric locomotive, and the electric locomotive route protection is executed in a targeted manner, thereby improving the protection reliability.

[0004] To achieve the above purpose, the technical solutions adopted by the embodiments of the present application are as follows: In a first aspect, the embodiments of the present application provide a mine electric locomotive route protection method, which comprises: acquiring a plurality of line sections and marking the switch characteristics of each section; acquiring monitoring data of the line section, determining the occupation state of the line section based on the monitoring data and obtaining the running state of the electric locomotive in the section; based on the section occupation protection strategy, performing interlocking protection according to the running state of the electric locomotive combined with the switch identification of the line section.

[0005] In the present scheme, the complex overall line is divided into independent units with clear boundaries and explicit functions by dividing the line logical section (i.e. line section), thereby reducing the invalid detection range, cross-section fuzzy judgment or avoiding positioning missed judgment due to blind area, determining the occupation state of the line section through the monitoring data of each line section, improving the detection accuracy and efficiency; different section types are executed based on the targeted protection strategy, thereby improving the protection reliability and effectiveness.

[0006] Preferably, the obtaining a plurality of line sections and labeling each section with a turnout feature comprises: dividing a mine rail transportation line into a plurality of monitoring units to obtain a plurality of line sections; and labeling each of the line sections with a turnout label according to a section attribute of the line section, the turnout label including at least a dead end track, a non-turnout section, and a turnout section.

[0007] Preferably, the obtaining monitoring data of the line section, determining an occupancy state of the line section based on the monitoring data, and obtaining a running state of a locomotive in the section comprises: deploying a visual perception device according to the line section, monitoring the line section in real time based on the visual perception device to obtain section monitoring data; pre-processing the section monitoring data as an input of an occupancy target detection model to output an occupancy state of the line section; if the occupancy target detection model detects an occupancy object in the line region, closing an approach of the line section through a signal system and setting a state of the corresponding line section to an occupancy state, wherein: if the occupancy object is a non-locomotive, performing an abnormal alarm based on an abnormal position of the section and a type of the occupancy object; and if the occupancy object is a locomotive, obtaining a running state of the locomotive based on the section monitoring data.

[0008] Preferably, the deploying a visual perception device according to the line section comprises: deploying the visual perception device at an intersection of each of the line sections according to a line form of the line section; when the line form of the line section is a straight section line, deploying the visual perception device based on a point-and-break arrangement strategy; and when the line form of the line section is a curved section line, deploying the visual perception device based on an along-rail oblique arrangement strategy.

[0009] Preferably, the obtaining a running state of a locomotive based on the section monitoring data if the occupancy object is a locomotive comprises: performing image preprocessing on the section monitoring data, including image denoising, blur repair, image correction, and section track detection to obtain track region data flow; extracting locomotive contour features and calculating a locomotive length based on the track region data flow, and determining a locomotive running direction using an inter-frame difference method; and labeling a dynamic position of the locomotive according to the locomotive length and the running direction to obtain a running state of the locomotive.

[0010] Preferably, the section occupancy protection strategy is used to interlock and protect the line sections according to the running state of the electric locomotive and the switch identification of the line sections, including: real-time judging and state switching of the occupancy state of each line section according to the running state of the electric locomotive based on the section occupancy protection strategy; when the electric locomotive runs to the first visual perception area of the visual perception device, the corresponding first line section is set to the occupancy state; when the electric locomotive runs to the second visual perception area of the visual perception device, the first line section and the adjacent second line section are set to the occupancy state based on the running direction of the electric locomotive; when the electric locomotive completely runs to the third visual perception area of the visual perception device, the second line section is set to the occupancy state, and the first line section is set to the clear-out state; and after the electric locomotive leaves each line section, the occupancy state of each line section is switched according to the switch label of the line section and the corresponding section clear-out strategy, so as to complete the interlocking protection of the line sections.

[0011] Preferably, the section clear-out strategy includes: when the line section is a terminal track section, the corresponding line section is switched to the clear-out state according to the entering and leaving sequence of the electric locomotive in the visual perception area; when the line section is a non-switch section, the corresponding line section is switched to the clear-out state based on the running track of the electric locomotive in the visual perception areas of the adjacent two visual perception devices, and the monitoring instructions of the adjacent visual perception devices are synchronized; and when the line section is a switch section, the corresponding line section is switched to the clear-out state based on the running track of the electric locomotive in the visual perception areas of the adjacent three visual perception devices.

[0012] In a second aspect, the embodiments of the present application provide a mine electric locomotive route protection system, including: a line section acquisition module, configured to acquire a plurality of line sections and mark the switch characteristics of each section; a line section monitoring module, configured to acquire monitoring data of the line sections, judge the occupancy state of the line sections based on the monitoring data, and acquire the running state of the electric locomotive in the line section; and a line section protection module, configured to interlock and protect the line sections according to the running state of the electric locomotive and the switch identification of the line sections based on a section occupancy protection strategy.

[0013] In a third aspect, the embodiments of the present application provide a computer device, including: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus; the memory is used to store a computer program; and the processor is used to execute the program stored on the memory, so as to realize the method steps of the first aspect.

[0014] In a fourth aspect, the embodiments of the present application provide a computer readable storage medium, and the computer readable storage medium stores a computer program. The computer program is executed by a processor to implement the method steps of the first aspect.

[0015] Advantages of the present application: 1. By dividing the line logic section (i.e., the line section), the complex overall line is disassembled into an independent unit with clear boundaries and clear functions, thereby reducing invalid detection range, cross-section fuzzy judgment, or avoiding positioning missed judgment caused by blind area. The occupancy state of the line section is determined by monitoring data of each line section, thereby improving detection accuracy and efficiency. Based on different section types, targeted protection strategies are executed to improve protection reliability and effectiveness. 2. By combining the differentiated characteristics of the terminal track, non-turnout section, and turnout section in mine rail transportation, the occupancy state of each line section is switched by a targeted clearing strategy to achieve precise protection and efficient operation. BRIEF DESCRIPTION OF DRAWINGS

[0016] Other features, objects, and advantages of the present application will become more apparent from the following detailed description of non-limiting embodiments, read in conjunction with the accompanying drawings. The drawings are provided for purposes of illustrating preferred embodiments of the present application and not for purposes of limiting the present application. Identical reference numerals are used throughout the drawings to indicate the same or similar components.

[0017] Figure 1 A mine electric locomotive route protection method flowchart is provided for the embodiments of the present application.

[0018] Figure 2 A visual perception device point deployment schematic diagram is provided for the embodiments of the present application.

[0019] Figure 3 Another visual perception device point deployment schematic diagram is provided for the embodiments of the present application.

[0020] Figure 4 A mine electric locomotive route protection system module schematic diagram is provided for the embodiments of the present application.

[0021] Figure 5 A structural schematic diagram of a computer device is provided for the embodiments of the present application. DETAILED DESCRIPTION

[0022] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description of this application is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely one preferred embodiment of this application and are only used to explain this application. They do not limit the scope of protection of this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] Example 1: As Figure 1 As shown, a method for protecting the route of a mining electric locomotive includes the following steps: S1. Obtain several track sections and annotate the turnout features of each section.

[0024] Specifically, S1 includes: The monitoring units of the mine's rail transport lines were divided to obtain several line sections; Each track section is labeled with a turnout tag according to its section attributes. The turnout tag includes at least dead-end rails, sections without turnouts, and sections with turnouts.

[0025] In some embodiments, such as Figure 2 As shown, the transportation route is divided into several continuous and clearly defined logical segments (i.e., route segments), thereby breaking down the complex mining route into independent units that can be accurately monitored. The length of each segment is comprehensively determined based on the sensing range of the trackside visual sensing equipment and the mining transportation efficiency requirements to avoid monitoring blind spots. For example, the length of segments in curved sections or densely operated sections needs to be appropriately shortened to ensure that subsequent visual sensing equipment can fully cover the segment junctions.

[0026] S2. Obtain monitoring data of the line section, determine the occupancy status of the line section based on the monitoring data, and obtain the operating status of the locomotives within the section.

[0027] Specifically, S2 includes: Visual perception devices are deployed according to the line section, and the line section is monitored in real time based on the visual perception devices to obtain section monitoring data; The preprocessed monitoring data of the section is used as input to the occupancy target detection model, and the occupancy status of the line section is output. If the occupancy target detection model detects an object occupying the line area, it closes the route to the line segment via the signaling system and sets the corresponding line segment to an occupied state, wherein: If the object being occupied is a non-electric locomotive, an abnormal alarm will be triggered based on the abnormal location of the section and the type of object being occupied. If the occupying object is an electric locomotive, the running state of the electric locomotive is obtained based on the section monitoring data.

[0028] In some embodiments, the visual perception device is deployed at the line section junction, ensuring that the monitoring range of each visual perception device can cover the section junction area, thereby accurately capturing the transition state between sections. According to the form (straight line / curve) of the mine line and the monitoring requirements, such as only section entry and exit monitoring or regional state monitoring, the visual perception device is deployed in a differentiated manner. The visual perception device can be a low-light night vision, anti-vibration, and dustproof and waterproof high-definition industrial camera, solving the adaptability problem of conventional methods.

[0029] Specifically, the visual perception device is deployed according to the line section, including: The visual perception device is deployed at the intersection of each line section according to the line form of the line section; When the line form of the line section is a straight line section, the visual perception device is deployed based on a point-discontinuous arrangement strategy; When the line form of the line section is a curve section, the visual perception device is deployed based on an along-rail oblique arrangement strategy.

[0030] In some embodiments, when the line form of the line section is a straight line section, the visual perception device is deployed based on a point-discontinuous arrangement mode with a vertical 90° to the track. Specifically, the visual perception device is deployed perpendicular to the track extension direction (with an angle of 90° to the track center line) and is fixed on the trackside support at the section junction. In this way, a basic positioning is realized by defining a section with two points, that is, two adjacent visual perception devices constitute one line section, three visual perception devices constitute two line sections, and so on. When the line form of the line section is a curve section, the visual perception device is deployed at a certain angle (angle range 0°<θ<180°) to the track extension direction. The angle size is allocated according to the length of the line to be covered. The longer the covered length, the larger the angle, ensuring that the fan-shaped observation range of the visual perception device can completely cover the target section.

[0031] Among them, all the deployed visual perception devices are in communication connection, providing a data synchronization basis for subsequent cooperative judgment of the occupation state.

[0032] Specifically, if the occupying object is an electric locomotive, the running state of the electric locomotive is obtained based on the section monitoring data, including: Image preprocessing is performed on the section monitoring data, including image denoising, blur repair, image correction, and section track detection, to obtain track area data stream; Based on the data stream of the track area, the locomotive contour features are extracted and the locomotive length is calculated, and the locomotive running direction is determined by the inter-frame difference method. The locomotive's position is dynamically marked based on its length and direction of travel to obtain its operating status.

[0033] In some embodiments, the segment monitoring data acquired in real time by the visual sensing device includes video data. Due to the image interference caused by the complex environment of the mine, such as image blurring caused by dust, flickering underground lights, and reflections from locomotives, it is necessary to perform image preprocessing on the monitoring data. This includes image denoising to eliminate dust interference, balancing the difference in brightness through adaptive brightness adjustment, blur repair, and image correction. The track contour is extracted based on the preprocessed image to perform segment track detection and obtain a track area data stream containing the track contour image.

[0034] Furthermore, the system detects the presence of electric locomotives in the image in real time. If a locomotive is present, its outline is extracted and its length is calculated by pixel ratio conversion. The system then uses inter-frame difference to compare the positional changes of the locomotives in adjacent frames to determine the direction of travel. Based on the locomotive length and direction of travel, the system dynamically marks the position of the locomotives in the image, thereby converting the visual information of the locomotives into status data of the line segment.

[0035] S3. Based on the section occupancy protection strategy, interlocking protection is carried out according to the locomotive's operating status and the turnout markings of the line section.

[0036] Specifically, S3 includes: Based on the section occupancy protection strategy, the occupancy status of each line section is determined and switched in real time according to the operating status of the locomotive. When the electric locomotive runs into the first visual perception area of ​​the visual perception device, the corresponding first line section is set to occupied. When the electric locomotive runs into the second visual perception area of ​​the visual perception device, the first line segment and the adjacent second line segment are set to occupied state based on the running direction of the electric locomotive. When the electric locomotive has fully moved into the third visual perception zone of the visual perception device, the second line section is set to occupied state, and the first line section is set to be cleared state. After the locomotive leaves each track section, the occupancy status of each track section is switched according to the corresponding section clearing strategy based on the turnout label of the track section, so as to complete the interlocking protection of the track section.

[0037] In some embodiments, such as Figure 3As shown, the actual monitoring range of each visual sensing device is a fan-shaped area. For dead-end sections, only half a fan-shaped area of ​​one visual sensing device is controlled, such as section G01 being monitored by the left fan-shaped area of ​​visual sensing device 1. For sections without branching, the fan-shaped areas of two adjacent visual sensing devices are jointly controlled, such as section G04 being jointly monitored by the right fan-shaped area of ​​visual sensing device 3 and the left fan-shaped area of ​​visual sensing device 4. For sections with branching, the fan-shaped areas of three or more visual sensing devices are jointly controlled, such as section G03 being jointly monitored by the right fan-shaped area of ​​visual sensing device 1, the right fan-shaped area of ​​visual sensing device 2, and the left fan-shaped area of ​​visual sensing device 3.

[0038] In some examples, such as Figure 3 As shown, the line is divided into 8 logical segments, denoted as G01, G02, ... G08. When the locomotive enters the left sector of a visual sensing device from a blind spot, such as the left sector of visual sensing device 1 in segment G01 (the first visual sensing area), the corresponding G01 segment is immediately marked as occupied and displayed as a red light band in the background to simulate the occupancy indicator of a traditional track circuit. When the locomotive reaches the middle of the sector of the visual sensing device (the second visual sensing area) and simultaneously covers the left and right sector areas (the third visual sensing area), the adjacent segments on both sides of the visual sensing device, such as G01 and G02 corresponding to the middle position of visual sensing device 1, are simultaneously marked as occupied to avoid "state vacuums" when the locomotive crosses segments. When the locomotive completely enters the right sector of the visual sensing device, the corresponding right sector (such as G02) is marked as occupied, while the previously occupied left sector (such as G01) is marked as pending clearance.

[0039] Furthermore, if a certain logical segment is controlled by multiple visual sensing devices (such as G03), when one of the visual sensing devices (such as No. 1) identifies that the locomotive has entered the segment, even if other visual sensing devices (such as No. 3) fail to identify it due to blind spots, the segment (G03) will be set to an occupied state based on the multi-device synchronization mechanism to avoid positioning omissions caused by blind spots.

[0040] It is understandable that there is an inherent contradiction between the dynamic movement of mining locomotives and the static division of track sections, namely, the static sections cannot match the continuous position changes of the locomotives in real time. Therefore, this embodiment uses a phased triggering approach with progressive state updates through "first visual perception zone, second visual perception zone, or third visual perception zone" to build an adaptation bridge between the dynamic position of the locomotive and the static track sections, thus solving the problem of state ambiguity when the locomotive travels across sections. In the scenario of phased triggering of occupancy status settings, the initial trigger only needs to identify whether the locomotive has entered the left fan-shaped area, i.e., the first visual perception zone; the transition trigger only needs to determine whether the locomotive is in the middle position, i.e., the second visual perception zone; and the switching trigger only needs to confirm whether it has entered the right fan-shaped area, i.e., the third visual perception zone. This avoids the locomotive following the complete trajectory within the section, reduces the amount of monitoring data, and thus improves the efficiency of track occupancy status detection while maintaining detection accuracy.

[0041] Specifically, the segment clearing strategy includes: When the track section is a dead-end track section, the clearing status of the corresponding track section is switched according to the order of the locomotive entering and leaving the visual perception area. When the line section is a branchless section, the clearing state of the corresponding line section is switched based on the running trajectory of the electric locomotive in the visual perception area of ​​the two adjacent visual perception devices, and the monitoring instructions of the adjacent visual perception devices are synchronized. When the line section is a branch section, the clearing state of the corresponding line section is switched based on the running trajectory of the electric locomotive in the visual perception areas of the three adjacent visual perception devices.

[0042] In some embodiments, after the locomotive leaves the section, a differentiated clearing strategy is adopted according to the section type (dead-end rail, no turnout, with turnout) to avoid safety risks caused by erroneous clearing and improve the reliability and efficiency of protection. Wherein: For clearing the dead-end track, only half a sector area is controlled by a single visual sensing device. The main clearing risk comes from "locomotive retreat," therefore, it needs to be determined through "occupancy sequence records." Figure 3 Taking the G01 section as an example, there are four possible scenarios regarding the "entry sequence" and "departure sequence" of the electric locomotive within the sector of the visual perception equipment: ① Left entry → Right entry → Left exit → Right exit: The locomotive enters from the left, passes through the middle to the right, and then exits from the right → Normal exit and clearing, G01 is set to the exit and clearing state; ② Left in → Right in → Right out → Left out: The electric locomotive enters from the left and moves to the right, then retreats from the right back to the left → Abnormal scenario (retreat), G01 remains occupied to avoid accidental clearing; ③ Right entry → Left entry → Right exit → Left exit: The electric locomotive enters from the right, passes through the middle to the left, and then exits from the left → Normal exit (reverse driving), G01 is set to exit status; ④ Right in → Left in → Left out → Right out: The electric locomotive enters from the right and moves to the left, then retreats from the left back to the right → Abnormal scenario (retreat), G01 remains occupied; Specifically, when a train appears in the left sector observation area of ​​visual perception device 1 and G01 is marked as occupied, if the train does not continue to the right sector observation area of ​​visual perception device 1 but instead moves left out of the left sector observation area, the G01 track should not be recorded as occupied until it passes through the right sector observation area of ​​visual perception device 1. If the train passes through the left and right sector observation areas of visual perception device 1 in sequence, and then returns to track G01 instead of moving right, this would result in the train entering the left sector of visual perception device 1, then entering the right sector, and then leaving the right sector, which fits the first scenario of clearing track G01. However, since the train is still on track G01, this would cause a section to be mistakenly cleared. Therefore, to avoid this situation, the clearing logic of each visual perception device needs to record the train's occupancy order, and then analyze the train's clearing order to obtain the four possibilities mentioned above.

[0043] Furthermore, for the clearing of sections without branching points, these sections are managed collaboratively by two visual perception devices. Figure 3 Taking the G04 section as an example: When the locomotive travels from left to right, it enters G04 through the left → right sector area of ​​visual perception device No. 3 and completely occupies G04. If the locomotive continues to travel to the right and passes through the left → right sector area of ​​visual perception device No. 4, it is determined that G04 is cleared. If the locomotive retreats to the left and passes through the right → left sector area of ​​visual perception device No. 3, it is also determined that G04 is cleared. The clearing status of the right sector area of ​​visual perception device No. 3 and the left sector area of ​​visual perception device No. 4 are synchronized in real time. That is, as soon as one visual perception device detects that the locomotive has completely left its sector area, the other visual perception device immediately outputs a "clearing signal" to ensure that the status of section G04 is consistent and to avoid missed detection on one side.

[0044] Specifically, in the section without branch lines, track G04 is cleared by the control sections of visual sensing devices No. 3 and No. 4. When a train is running from left to right, it enters track G04 from the left fan-shaped observation area of ​​visual sensing device No. 3 to the right fan-shaped observation area, and then leaves the left fan-shaped observation area to completely occupy track G04. At this time, regardless of whether the train is traveling to the left and passing the right and left sides of visual sensing device No. 3 again, or continues to travel to the right and passing the left and right sides of visual sensing device No. 4, track G04 can be cleared. Furthermore, the clearing status of the right fan-shaped observation area of ​​visual sensing device No. 3 and the left fan-shaped observation area of ​​visual sensing device No. 4 is synchronized, that is, if one clears, the other is also set to the cleared status.

[0045] Furthermore, for the clearing of sections with forks, control is achieved by three or more visual sensing devices. Figure 3 Taking the G03 section as an example: The clearing principle is the same as that of the section without branching, but it is necessary to meet the condition that "at least two control visual perception devices detect the locomotive leaving". For example, in the G03 section, the locomotive must be detected leaving in the right sector area of ​​visual perception device No. 1 and the left sector area of ​​visual perception device No. 3 before it is determined that "G03 is cleared" to avoid misjudgment due to the failure of a single visual perception device. Given the branch characteristics of the turnout, it is necessary to additionally identify the direction of travel of the locomotive (such as heading towards G02 or G05). Only after the locomotive has completely left all branch areas of G03 will it be finally cleared.

[0046] In this embodiment, by adopting different clearing strategies for different types of sections, it is possible to accurately adapt to the differentiated characteristics of dead-end rails, sections without branch lines, and sections with branch lines. This solves the problems of erroneous clearing of trains returning to dead-end rails, missed judgments and efficiency imbalances on one side in sections without branch lines, and misjudgments of single equipment failures and missed judgments of branch paths in sections with branch lines. Ultimately, it achieves the accuracy and safety of section clearing judgment, while adapting to the transportation needs of diverse mine lines and avoiding the risks and efficiency losses caused by a "one-size-fits-all" approach.

[0047] This application also provides a mine locomotive access protection system, such as... Figure 4 As shown, the system includes: The track section acquisition module is used to acquire several track sections and annotate the turnout features of each section. The line section monitoring module is used to acquire monitoring data of the line section, determine the occupancy status of the line section based on the monitoring data, and acquire the operating status of the locomotives within the section. The track section protection module is used to perform interlocking protection based on the track section occupancy protection strategy, according to the locomotive's operating status and the turnout markings of the track section.

[0048] Specifically, the line segment acquisition module includes: The first acquisition unit is used to divide the monitoring units of the mine rail transport line and acquire several line sections. The second acquisition unit is used to label each of the track sections with turnout tags according to the section attributes of the track sections. The turnout tags include at least dead-end rails, sections without turnouts, and sections with turnouts.

[0049] Specifically, the line section monitoring module includes: The first monitoring unit is used to deploy visual sensing devices according to the line section, monitor the line section in real time based on the visual sensing devices, and obtain section monitoring data. The second monitoring unit is used to preprocess the monitoring data of the section and use it as input to the occupancy target detection model, and output the occupancy status of the line section. The third monitoring unit is used to close the route of the line section and set the status of the corresponding line section to occupied state if the occupancy target detection model detects that there is an occupancy object in the line area. If the occupancy object is a non-electric locomotive, an abnormal alarm is triggered based on the abnormal location of the section and the type of occupancy object. If the occupancy object is an electric locomotive, the operating status of the electric locomotive is obtained based on the section monitoring data.

[0050] Furthermore, the first monitoring unit specifically includes: deploying the visual sensing device at the intersection of each of the line segments according to the line shape of the line segment; when the line segment is a straight line segment, deploying the visual sensing device based on a point-to-point deployment strategy; when the line segment is a curved line segment, deploying the visual sensing device based on a track-side oblique deployment strategy.

[0051] Furthermore, the third monitoring unit specifically includes: performing image preprocessing on the monitoring data of the section, including image denoising, blur restoration, image correction, and section track detection, to obtain a track area data stream; extracting locomotive contour features and calculating locomotive length based on the track area data stream, and determining the locomotive's running direction using the inter-frame difference method; and dynamically marking the locomotive's position according to its length and running direction to obtain the locomotive's running status.

[0052] Specifically, the line section protection module includes: The first protection unit is used to determine and switch the occupancy status of each line section in real time based on the section occupancy protection strategy and the operating status of the locomotive. The second protection unit is used to set the corresponding first line section to an occupied state when the electric locomotive runs to the first visual perception area of ​​the visual perception device. The third protection unit is used to set the first line segment and the adjacent second line segment to an occupied state based on the running direction of the electric locomotive when the locomotive runs to the second visual perception area of ​​the visual perception device. The fourth protection unit is used to set the second line section to an occupied state and the first line section to a pending clearance state when the electric locomotive has fully run into the third visual perception zone of the visual perception device. The fifth protection unit is used to switch the occupancy status of each track section according to the corresponding section clearing strategy based on the turnout label of the track section after the locomotive leaves each track section, so as to complete the interlocking protection of the track section. The clearing strategy includes: when the track section is a dead-end track section, switching the clearing status of the corresponding track section according to the entry and exit sequence of the locomotive in the visual perception area; when the track section is a turnout-free section, switching the clearing status of the corresponding track section based on the locomotive's running trajectory in the visual perception areas of two adjacent visual perception devices, and synchronizing the monitoring commands of the adjacent visual perception devices; when the track section is a turnout-free section, switching the clearing status of the corresponding track section based on the locomotive's running trajectory in the visual perception areas of three adjacent visual perception devices.

[0053] The beneficial effects of the implementation are as follows: By dividing the line into logical segments (i.e., line segments), the complex overall line is broken down into independent units with clear boundaries and well-defined functions, thereby reducing the invalid detection range, fuzzy judgment across segments, or avoiding positioning omissions caused by blind spots. The occupancy status of each line segment is determined by the monitoring data of each line segment, improving detection accuracy and efficiency. Targeted protection strategies are implemented based on different segment types, improving the reliability and effectiveness of protection. By combining the differentiated characteristics of dead-end rails, non-branched sections, and branched sections in mine rail transportation, targeted clearing strategies are used to switch the occupancy status of each line segment, achieving precise protection and efficient operation.

[0054] This application also provides an electronic device, such as... Figure 5 As shown, it includes a processor 51, a communication interface 52, a memory 53, and a communication bus, wherein the processor 51, the communication interface 52, and the memory 53 communicate with each other through the communication bus. Memory 53 is used to store computer programs; The processor 51 is used to execute the program stored in the memory 53 to implement the mine locomotive route protection method.

[0055] The communication bus mentioned in the above electronic devices can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not mean that there is only one bus or one type of bus.

[0056] Communication interface 52 is used for communication between the above-mentioned electronic device and other devices.

[0057] The memory 53 may include random access memory (RAM) or non-volatile memory (NVM), such as at least one disk storage device. Optionally, the memory 53 may also be at least one storage device located remotely from the aforementioned processor.

[0058] The processor 51 mentioned above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0059] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements a method for protecting the route of a mining locomotive.

[0060] The above-described embodiments are preferred embodiments of this application and are not intended to limit the specific scope of this application. The scope of this application includes but is not limited to the specific embodiments described above. All equivalent changes made in accordance with the shape, structure, and method of this application are within the protection scope of this application.

Claims

1. A method for protecting the access road of mining electric locomotives, characterized in that: Includes the following steps: Obtain several track sections and annotate the turnout features of each section; Acquire monitoring data for the line section, determine the occupancy status of the line section based on the monitoring data, and obtain the operating status of the locomotives within the section; Based on the section occupancy protection strategy, interlocking protection is carried out according to the locomotive's operating status and the turnout markings of the line section.

2. The method for protecting the route of a mining electric locomotive according to claim 1, characterized in that: The process of acquiring several line sections and annotating each section with turnout features includes: The monitoring units of the mine's rail transport lines were divided to obtain several line sections; Each track section is labeled with a turnout tag according to its section attributes. The turnout tag includes at least dead-end rails, sections without turnouts, and sections with turnouts.

3. The method for protecting the route of a mining electric locomotive according to claim 1, characterized in that: The step of acquiring monitoring data for the line section, determining the occupancy status of the line section based on the monitoring data, and acquiring the operating status of the locomotives within the section includes: Visual perception devices are deployed according to the line section, and the line section is monitored in real time based on the visual perception devices to obtain section monitoring data; The preprocessed monitoring data of the section is used as input to the occupancy target detection model, and the occupancy status of the line section is output. If the occupancy target detection model detects an object occupying the line area, it closes the route to the line segment via the signaling system and sets the corresponding line segment to an occupied state, wherein: If the object being occupied is a non-electric locomotive, an abnormal alarm will be triggered based on the abnormal location of the section and the type of object being occupied. If the object being occupied is an electric locomotive, then the operating status of the electric locomotive is obtained based on the section monitoring data.

4. The method for protecting the route of a mining electric locomotive according to claim 3, characterized in that: The deployment of visual perception equipment according to the line section includes: The visual sensing device is deployed at the intersection of each line segment according to the line shape of the line segment. When the route of the line section is a straight section, the visual perception device is deployed based on a point-discontinuous placement strategy. When the route of the line section is a curved section, the visual perception equipment is deployed based on the oblique placement strategy along the track.

5. The method for protecting the access road of a mining electric locomotive according to claim 3, characterized in that: If the object being occupied is an electric locomotive, then the operating status of the electric locomotive is obtained based on the section monitoring data, including: Image preprocessing is performed on the monitoring data of the section, including image denoising, blur restoration, image correction, and section track detection, to obtain track area data stream; Based on the data stream of the track area, the locomotive contour features are extracted and the locomotive length is calculated, and the locomotive running direction is determined by the inter-frame difference method. The locomotive's position is dynamically marked based on its length and direction of travel to obtain its operating status.

6. The method for protecting the route of a mining electric locomotive according to claim 5, characterized in that: The section occupancy protection strategy, based on the locomotive's operating status and the turnout markings of the line section, performs interlocking protection, including: Based on the section occupancy protection strategy, the occupancy status of each line section is determined and switched in real time according to the operating status of the locomotive. When the electric locomotive runs into the first visual perception area of ​​the visual perception device, the corresponding first line section is set to occupied. When the electric locomotive runs into the second visual perception area of ​​the visual perception device, the first line segment and the adjacent second line segment are set to occupied state based on the running direction of the electric locomotive. When the electric locomotive has fully moved into the third visual perception zone of the visual perception device, the second line section is set to occupied state, and the first line section is set to be cleared state. After the locomotive leaves each track section, the occupancy status of each track section is switched according to the corresponding section clearing strategy based on the turnout label of the track section, so as to complete the interlocking protection of the track section.

7. The method for protecting the route of a mining electric locomotive according to claim 6, characterized in that: The segment clearing strategy includes: When the track section is a dead-end track section, the clearing status of the corresponding track section is switched according to the order of the locomotive entering and leaving the visual perception area. When the line section is a branchless section, the clearing state of the corresponding line section is switched based on the running trajectory of the electric locomotive in the visual perception area of ​​the two adjacent visual perception devices, and the monitoring instructions of the adjacent visual perception devices are synchronized. When the line section is a branch section, the clearing state of the corresponding line section is switched based on the running trajectory of the electric locomotive in the visual perception areas of the three adjacent visual perception devices.

8. A mine locomotive access protection system, characterized in that: The method for protecting the route of a mining locomotive as described in any one of claims 1-7 includes: The track section acquisition module is used to acquire several track sections and annotate the turnout features of each section. The line section monitoring module is used to acquire monitoring data of the line section, determine the occupancy status of the line section based on the monitoring data, and acquire the operating status of the locomotives within the section. The track section protection module is used to perform interlocking protection based on the track section occupancy protection strategy, according to the locomotive's operating status and the turnout markings of the track section.

9. A computer device, comprising: The system includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus; the memory is used to store computer programs; and the processor, when executing the program stored in the memory, implements the steps of the mine locomotive route protection method as described in any one of claims 1-7.

10. A computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the mine locomotive route protection method according to any one of claims 1-7.

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