Single-rail turnout crossing walking device and method

Abstract

The device comprises a walking vehicle body, a visual detection module, a lifting module, an angular momentum balance module and a control system, and the visual detection module is used for collecting turnout images and vehicle body posture data and estimating the moving track; the lifting module is used for controlling the rail holding structure to be retracted and put back; the angular momentum balance module generates compensation torque through balance wheels to stabilize the posture of the vehicle body; the method comprises the steps that turnout passing conditions are judged through visual identification, when the conditions are met, the rail holding structure is folded, meanwhile, a vehicle body is kept walking at a constant speed, and the angular momentum balance module is started; monitoring the posture of the vehicle body, and dynamically adjusting the rotating speed of balance wheels to offset posture deviation; when it is detected that the vehicle body passes through the turnout, the rail holding structure is put back and locked, and meanwhile the balance system is stopped; automatic, stable, safe and reliable passing of the monorail vehicle passing through the turnout is achieved, and the problems that in a traditional mode, trafficability is poor, derailment is prone to occurring, measurement is distorted, and manual work is relied on are effectively solved.

Description

Technical Field

[0001] This invention relates to the field of railway track equipment technology, specifically to a single-rail turnout travel device and method. Background Technology

[0002] The throughput capacity of a monorail transit system in turnout sections directly affects its operational efficiency and safety. Although related technologies have been developed, many limitations still exist. Traditional hand-push track inspection trolleys are prone to jamming and derailment in turnout frog and switch areas, and cannot autonomously pass through hazardous spaces, requiring manual assistance, which interrupts the inspection process. Existing running devices mostly adopt cantilever support or "h"-shaped fixed wheelbase layout. The former is prone to breakage under heavy load due to concentrated structural stress, while the latter is prone to causing the running wheels to be suspended in the air or to cause serpentine movement when the track is uneven, resulting in serious distortion of track geometric parameter measurements.

[0003] Regarding turnout structures, suspended traveling devices rely on integral frames and external gantry frames, which improve load-bearing capacity to a certain extent, but stress concentration and metal fatigue are prone to occur at the connection points under long-term heavy loads. The rotary turnouts commonly used in coal mine monorail cranes have limited adaptability and are difficult to use in other rail systems, and the rotational docking accuracy is easily affected by inertia at high speeds. The replacement beam turnouts of straddle-type monorails have extremely high requirements for foundation flatness; even slight deformation of the foundation can lead to docking deviations, resulting in high maintenance costs. In addition, most existing solutions still rely on manual operation of the movable rail for track changing, which is inefficient and prone to derailment risks due to misalignment. Therefore, existing technologies struggle to achieve a balance between passability, load-bearing capacity, measurement accuracy, automation, and adaptability to multiple scenarios. There is an urgent need for a monorail turnout traveling device and method that can intelligently sense the turnout status, autonomously control the traveling posture, and has wide-ranging adaptability to comprehensively improve the reliability, safety, and operational efficiency of monorail systems when crossing turnouts. Summary of the Invention

[0004] In order to solve the problems mentioned in the background art regarding the passability, load-bearing capacity, and measurement accuracy of single-track turnouts, the present invention provides a single-track turnout travel device and method.

[0005] The above-mentioned objective of this application is achieved through the following technical solution:

[0006] A monorail turnout traveling device includes a traveling vehicle body and a vision detection module, a lifting module, an angular momentum balance module and a control system mounted on the traveling vehicle body;

[0007] The visual detection module is fixedly installed at the front of the traveling vehicle and electrically connected to the control system. It includes a visual sensor, a level and a gyroscope, and is used to collect turnout images and vehicle posture data in real time and estimate the vehicle's running trajectory based on a continuous image sequence.

[0008] The lifting module is mainly installed at the bottom of the vehicle body and includes a rail-holding structure and a drive motor. The drive motor is electrically connected to the control system and the vision detection module and is used to receive instructions and control the retraction and extension of the rail-holding structure.

[0009] The angular momentum balancing module is installed at the center of gravity in the middle of the vehicle body and includes an angular momentum balancing wheel. The control system communicates with the angular momentum balancing module via a CAN bus to send torque commands to the angular momentum balancing module and receive its feedback operating status data.

[0010] The control system is electrically connected to the vision detection module, the lifting module, and the angular momentum balance module, respectively, and is used to receive and process sensor data, generate control commands, and coordinate the execution of the turnout travel process by each module.

[0011] By adopting the above scheme and integrating visual inspection, automatic lifting, angular momentum balancing, and a central control system, autonomous navigation and stable control of monorail vehicles when passing through switches are achieved. The visual inspection module identifies the switch structure in real time and calculates the trajectory, providing a basis for decision-making for the control system. The lifting module automatically adjusts the rail clamping structure according to the switch status to ensure that the vehicle body smoothly transitions through the rail gap. The angular momentum balancing module actively adjusts the vehicle body attitude to counteract the center of gravity shift and inertial disturbance when passing through switches. The coordinated operation of the devices enables the vehicle to safely and smoothly complete the switch passage without human intervention, improving the automation level and operational reliability of the monorail travel device.

[0012] In a preferred embodiment, the present application may be further configured such that the lifting module also includes an electromagnetic lock, which is fixedly connected to the rail-holding structure and is used to receive a control system command after the rail-holding structure is retracted or returned to its position, and to perform automatic locking or unlocking.

[0013] By adopting the above technical solution, and by setting an electromagnetic lock in the lifting module that is linked to the rail-holding structure, the controllable locking and unlocking of the rail-holding state can be achieved. When the rail-holding structure moves to the retracted or extended working position according to the instruction, the electromagnetic lock can immediately receive the instruction from the control system to act, firmly locking or quickly releasing it. This ensures that the rail-holding structure can accurately maintain the required posture when performing the turnout operation, preventing accidental displacement or loosening due to vibration or impact during vehicle operation or under force. This enhances the working reliability of the entire lifting mechanism and the safety of the turnout crossing process, making the automated process more stable and coherent.

[0014] The second objective of this invention is achieved through the following technical solution:

[0015] A method for a single-rail train to travel over a turnout includes the following steps:

[0016] The system uses a visual sensor to collect images of the turnout area in real time. When the distance between the traveling vehicle and the turnout reaches a preset range, it starts to detect the turnout's passage status and uses an image recognition algorithm to determine whether the current turnout meets the conditions for the vehicle to pass.

[0017] When the passage conditions are met, the control system sends a command to the lifting module to drive the rail-holding structure to perform a retraction action.

[0018] During the retraction of the rail-holding structure, the control system dynamically adjusts the output power of the traction system based on the real-time collected vehicle speed data to maintain the uniform speed of the vehicle body and triggers the angular momentum balance system to enter the working process.

[0019] The vehicle body's real-time attitude data is collected at a preset period using a level and a gyroscope, and transmitted to the control system. The control system calculates the vehicle body's attitude deviation based on the attitude data and generates a torque adjustment command, which is then sent to the angular momentum balance module.

[0020] The angular momentum balance module receives the torque adjustment command and dynamically adjusts the rotation speed and direction of the angular momentum balance wheel to generate a compensating torque opposite to the direction of the vehicle body attitude deviation, thereby balancing the vehicle body attitude in real time.

[0021] When the vision sensor detects that the car body has passed the turnout and entered the rear stable track area, the control system controls the rail-holding structure to perform a return action and lock it, while controlling the angular momentum balance system to stop working.

[0022] By adopting the above technical solutions, and through multi-sensor fusion and closed-loop control, the automation and high stability of the monorail vehicle's passage through the turnout are achieved; visual detection and dynamic judgment ensure the accuracy of action decisions; during the critical structural transformation (rail retraction) stage, the angular momentum balance wheel is controlled through dynamic speed regulation and real-time calculation of attitude deviation to actively counteract the vehicle's swaying and tilting caused by structural changes and track discontinuities; this allows the vehicle to maintain a stable attitude and uniform speed during the transition period after leaving the track support, and quickly return to normal travel after passing through, thus ensuring the continuity, smoothness and safety of the entire turnout passage process.

[0023] In a preferred embodiment, this application can be further configured such that: the determination of whether the current turnout meets the conditions for vehicle passage based on the image recognition algorithm specifically includes:

[0024] The visual sensor acquires images of the turnout area, and the vehicle's trajectory is estimated based on a continuous image sequence.

[0025] The real-time acquired turnout image features are matched with the preset standard turnout template, and the matching degree is calculated.

[0026] Calculate the deviation of the vehicle's trajectory from the turnout reference position;

[0027] Combining the image matching degree and the deviation value, when the matching degree is greater than or equal to a first preset threshold and the deviation value is less than or equal to a preset deviation threshold, it is determined that the passing condition is met; when the matching degree is less than a second preset threshold or the deviation value is greater than the preset deviation threshold, it is determined that the passing condition is not met; when the matching degree is between the first preset threshold and the second preset threshold and the deviation value is less than or equal to the preset deviation threshold, a secondary detection process is initiated, and a final determination is made based on the secondary detection results.

[0028] By adopting the above technical solution, and integrating dynamic trajectory prediction with image feature matching, a multi-level condition judgment logic is constructed, making the determination of turnout passage conditions more accurate. It not only confirms the identity and status of the turnout by comparing real-time images with standard templates, but also combines the predicted deviation of the vehicle's own trajectory for comprehensive evaluation. A dual threshold of matching degree and deviation value is set, and a secondary detection mechanism for the uncertainty interval (i.e., between the two thresholds) is introduced, effectively avoiding misjudgments or omissions caused by instantaneous image interference, changes in light and shadow, or slight trajectory fluctuations. This improves the system's decision-making robustness in complex real-world environments, ensuring that the turnout passage command is only triggered when the vehicle's position, attitude, and turnout status all meet safety standards, thus guaranteeing the safety of the turnout passage process from the source.

[0029] In a preferred embodiment, this application can be further configured such that the drive rail-holding structure performs a retraction action, including the following steps:

[0030] The control system controls the drive motor to run at a low speed, causing the rail clamping structure to release the clamping force on the rail, thus completing the unlocking process.

[0031] By controlling the drive motor to switch to high-speed operation mode, the rail-holding structure is driven to retract upward to the preset safe retraction height;

[0032] When the rail-holding structure reaches the retracted safe height, the electromagnetic lock is activated to lock the rail-holding structure in that position.

[0033] By adopting the above technical solution and through a segmented control process of "low-speed unlocking - high-speed retraction - locking in place," the retraction action of the rail clamping structure is optimized. The low-speed operation first smoothly releases the clamping force, avoiding mechanical impact and car body disturbance caused by instantaneous disengagement. Switching to high-speed mode allows the structure to be quickly raised to a safe height, effectively shortening the transition time of the car body in the absence of rail support and improving the overall throughput efficiency. Finally, the instant locking of the electromagnetic lock ensures that the retracted rail clamping structure remains stable during subsequent operation, preventing accidental falling due to vibration or inertia. The entire process takes into account both the smoothness and speed of the action, providing a key guarantee for the smooth passage of the car body through the turnout area.

[0034] In a preferred embodiment, this application can be further configured such that: the step of maintaining uniform vehicle speed and triggering angular momentum balance system during the retraction of the rail-holding structure includes:

[0035] The control system dynamically adjusts the output power of the traction motor based on the real-time collected vehicle speed data, and controls the fluctuation range of the vehicle's travel speed within a preset range.

[0036] Simultaneously, the control system sends a start command to the angular momentum balance module, triggering the angular momentum balance module to execute a self-test program.

[0037] After the self-test procedure is passed, the control angular momentum balance wheel enters the preheating and speed-up stage until its speed stabilizes and reaches the preset working speed.

[0038] If the self-test procedure fails, the control system generates a speed reduction command to reduce the vehicle's operating speed to below a preset safe speed.

[0039] By adopting the above technical solutions, during the transition phase of the retraction of the rail clamping structure, the coordinated operation of speed control and the pre-start mechanism of the angular momentum balance system ensures the stability of the car body and the safety of the system. Dynamic adjustment of traction power effectively suppresses speed changes caused by load variations or resistance fluctuations, maintaining the continuity of travel. At the same time, the self-check and preheating of the angular momentum balance system are triggered in parallel, so that it is ready before the car body attitude may deviate, and can quickly respond to subsequent balance commands, shortening the reaction delay. The self-check failure will automatically trigger the speed reduction safety plan, keeping the risk to a minimum. These measures together ensure that the car body can maintain stability in the initial stage of decoupling from the rail constraint.

[0040] In a preferred embodiment, this application can be further configured such that: the control system calculates the vehicle body attitude deviation based on the attitude data and generates a torque adjustment command, including:

[0041] The level and gyroscope transmit vehicle tilt angle and angular velocity data synchronously to the control system via CAN bus at a fixed frequency.

[0042] The control system uses a target detection algorithm to fuse and calculate the received tilt angle and angular velocity data to obtain the real-time attitude deviation values ​​of the vehicle body in the lateral and vertical directions.

[0043] Based on the calculated real-time attitude deviation value, the control system generates a corresponding torque adjustment command according to the preset control rules and sends it to the angular momentum balance module via the CAN bus.

[0044] By adopting the above technical solution, high-speed and reliable synchronous transmission of sensor data is achieved through the CAN bus, and a data fusion algorithm is used to comprehensively calculate the tilt angle and angular velocity information. This enables the control system to accurately and quickly obtain the real-time attitude deviation of the vehicle body in the lateral and vertical directions. Based on this deviation, torque commands are generated according to preset rules, providing precise action basis for the angular momentum balance module. This process realizes high-frequency, real-time dynamic monitoring and active compensation of the vehicle body attitude, which can effectively and quickly suppress the vehicle body tilt and sway caused by track discontinuity and structural changes, and improve the stability of the vehicle body during unstable phases when passing through turnouts.

[0045] In a preferred embodiment, this application can be further configured such that: the dynamic adjustment of the rotational speed and direction of the angular momentum balance wheel specifically includes:

[0046] Based on the torque adjustment command received by the angular momentum balance module via the CAN bus, the internal drive component is controlled to adjust the speed and direction of the angular momentum balance wheel within a preset first response time.

[0047] When the vehicle body tilt angle exceeds the first tilt angle range, the angular momentum balance wheel generates a reverse compensation torque, so that the vehicle body recovers to a stable range where the tilt angle is no greater than the second tilt angle threshold within a preset recovery time.

[0048] The angular momentum balance module feeds back its torque output data and wheel status to the control system via the CAN bus at a preset feedback cycle, forming a closed-loop control.

[0049] By adopting the above technical solution, the angular momentum balance system achieves rapid response and precise execution of attitude correction commands. By setting strict response and recovery time requirements, the system ensures that it can quickly generate a strong reverse compensation torque when the vehicle body tilt angle exceeds the limit, thereby timely and effectively suppressing the vehicle body tilting trend and quickly restoring it to a safe and stable attitude range. At the same time, the torque output and wheel status are periodically fed back to the control system through the CAN bus, forming an efficient closed-loop control circuit. This allows the control system to monitor the compensation effect in real time and make dynamic adjustments based on the feedback. This not only significantly improves the real-time performance and accuracy of attitude balance but also enhances the system's adaptive capability throughout the turnout process.

[0050] In a preferred embodiment, this application can be further configured such that controlling the rail-holding structure to perform a return action and lock includes:

[0051] When the vehicle body travels to a preset distance from the rear end of the turnout, the vision sensor restarts the track status detection process.

[0052] If the detection result determines that the turnout has been passed and the stable track area has been entered, the control system controls the angular momentum balance system to stop working and controls the rail clamping structure to start the return procedure.

[0053] During the return process, once the rail-clamping structure senses contact with the rail, it switches to a low-speed locking mode and continuously applies clamping force until the force reaches a preset locking force threshold, thus completing the locking operation.

[0054] By adopting the above technical solutions, the accuracy of the rail-clamping structure's return process after passing the turnout is ensured. The visual sensor's reconfirmation of the track status within a preset distance provides an accurate triggering time for the return action, preventing premature or delayed misoperation. During the return process, sensing contact and switching to a low-speed locking mode achieves smooth contact and stable docking with the rail, avoiding rigid impact. Continuous force is applied until the preset locking force threshold is reached, ensuring the rail-clamping structure can firmly re-grip the rail, restoring the car body's stable support and guidance. This allows the car body to safely and smoothly switch from an unsupported transition state back to the conventional track travel mode, completing the closed loop of the turnout action.

[0055] In a preferred embodiment, this application may be further configured to include an anomaly handling step after the visual sensor restarts the orbital state detection process:

[0056] If the detection result is a recognition failure, the control system will control the vehicle to continue moving and automatically initiate a retry detection according to the preset retry interval distance;

[0057] If the cumulative number of retries reaches the preset maximum number of retries and the test result is still unsuccessful, the control system will trigger an alarm signal and control the vehicle to slow down to below the preset safe speed.

[0058] By adopting the above technical solutions, an adaptive retry and fail-safe mechanism is introduced, effectively improving the robustness and overall safety of the return process. When visual detection fails for the first time, the system will not immediately alarm and stop, but will allow automatic retry at preset intervals during operation. This can overcome misjudgments caused by occasional interference such as brief occlusion and changes in lighting, and improve the fault tolerance and success rate of action execution. When the number of retries is exhausted and identification is still unsuccessful, the system determines it as a persistent anomaly, actively triggers an alarm and controls the vehicle to run at a safe speed, thus achieving risk avoidance in fault conditions. This prevents the risk of derailment or collision that may be caused by forcibly locking the rail clamping structure when the track condition is unclear, and ensures driving safety under abnormal conditions.

[0059] In summary, this application includes at least one of the following beneficial technical effects:

[0060] 1. By integrating multiple modules such as visual inspection, dynamic lifting control and angular momentum balance, the monorail travel device achieves autonomous navigation and smooth control throughout the entire process of crossing the turnout, thereby improving the level of automation and operational safety.

[0061] 2. A visual decision-making process that includes dual threshold judgment and secondary detection is adopted, and combined with an abnormal retry and fault deceleration mechanism during the process, the decision-making robustness and fault response capability of the system in complex environments are enhanced, and the reliability of the fork crossing action is guaranteed.

[0062] 3. By employing a refined segmented control strategy of "low-speed unlocking - high-speed lifting - positioning and locking" and "sensing fit - low-speed force application - threshold locking", the retraction and extension process of the rail clamping structure is optimized, which improves the efficiency of passing through the turnout while ensuring smooth and reliable mechanical action. Attached Figure Description

[0063] Figure 1 This is a schematic diagram of the structure of a monorail turnout traveling device according to this application;

[0064] Figure 2 This is a schematic diagram of the lifting module release of a monorail turnout traveling device according to this application;

[0065] Figure 3 This is a schematic diagram of the retracted lifting module of a monorail turnout traveling device according to this application;

[0066] Figure 4 This is a flowchart of an embodiment of a single-rail track crossing turnout method according to this application;

[0067] Figure 5 This is a flowchart illustrating the implementation of step S10 in an embodiment of a single-rail track crossing turnout method of this application.

[0068] Figure 6This is a flowchart illustrating the implementation of step S20 in an embodiment of a single-rail turning-out travel method of this application;

[0069] Figure 7 This is a flowchart illustrating the implementation of step S40 in an embodiment of a single-rail track crossing turnout method of this application.

[0070] Figure 8 This is a flowchart illustrating the implementation of step S60 in an embodiment of a single-rail turning-out travel method of this application.

[0071] The components include: 1. Walking vehicle body; 2. Vision detection module; 20. Vision sensor; 21. Level; 22. Gyroscope; 3. Lifting module; 30. Rail-holding structure; 31. Drive motor; 32. Electromagnetic lock; 4. Angular momentum balancing module; 40. Angular momentum balancing wheel; and 5. Control system. Detailed Implementation

[0072] The following is in conjunction with the appendix Figure 1-8 This application will be described in further detail.

[0073] In one embodiment, such as Figure 1-3 As shown, this application discloses a monorail turnout traveling device, including a traveling vehicle body 1 and a vision detection module 2, a lifting module 3, an angular momentum balance module 4 and a control system 5 disposed on the traveling vehicle body 1;

[0074] The visual detection module 2 is fixedly installed at the front of the traveling vehicle body 1 and is electrically connected to the control system 5. It includes a visual sensor 20, a level 21 and a gyroscope 22, and is used to collect turnout images and vehicle body posture data in real time and estimate the vehicle body running trajectory based on a continuous image sequence.

[0075] The lifting module 3 is mainly installed at the bottom of the vehicle body 1, including a rail-holding structure 30 and a drive motor 31. The drive motor 31 is electrically connected to the control system 5 and the vision detection module 2, and is used to receive instructions and control the retraction and extension of the rail-holding structure 30.

[0076] The angular momentum balance module 4 is installed at the center of gravity in the middle of the vehicle body 1, and includes an angular momentum balance wheel 40. The control system 5 communicates with the angular momentum balance module 4 via a CAN bus, which is used to send torque commands to the angular momentum balance module 4 and receive its feedback operating status data.

[0077] The control system 5 is electrically connected to the vision detection module 2, the lifting module 3 and the angular momentum balance module 4 respectively, and is used to receive and process sensor data, generate control commands, and coordinate the execution of the turnout travel process by each module.

[0078] In this embodiment, a vision detection module 2 is fixedly installed at the front of the traveling vehicle 1. This module integrates a vision sensor 20, a level 21, and a gyroscope 22 to collect image information of the turnout area in front in real time and simultaneously monitor the tilt angle and rotation state of the vehicle itself. It can also estimate the vehicle's trajectory based on continuous image frames. A lifting module 3 is mainly installed at the bottom of the traveling vehicle 1. This module includes a retractable rail-holding structure 30 and its drive motor 31. The drive motor 31 precisely controls the rail-holding structure 30 to detach from or adhere to the rail according to control commands. An angular momentum balance module 4 is arranged at the center of gravity in the middle of the vehicle. Its core is a high-speed rotating angular momentum balance wheel 40. This module exchanges data with the control system 5 at high speed and reliably via a CAN bus, receives torque commands, and feeds back its own operating status. The control system 5, as the core of the entire device, is electrically connected to all the above modules, processes data from the vision and attitude sensors in real time, and generates corresponding control commands accordingly. It coordinates the orderly operation of vision detection, rail-holding lifting, and angular momentum balance to complete a smooth and automated turnout crossing process. In practical applications, when a vehicle travels along the track and approaches a turnout, the front vision detection module 2 acts like an "eye" to identify the type and status of the turnout in advance, and determines whether it can pass safely based on its own running trajectory. Once the conditions are met, the control system 5 commands the bottom rail-holding mechanism to retract smoothly, allowing the wheels to temporarily detach from the track constraint. At the same time, the angular momentum balance wheel 40 inside the vehicle body responds quickly, generating a stable torque through high-speed rotation, effectively counteracting the tilting tendency of the vehicle body caused by the track interruption, and keeping the vehicle body stable. After the vehicle has completely passed the turnout area, the rail-holding mechanism is lowered and locked again, restoring the normal driving mode. The entire process is completed automatically without manual intervention, achieving safe, smooth, and efficient passage through complex intersections.

[0079] In one embodiment, the lifting module 3 further includes an electromagnetic lock 32, which is fixedly connected to the rail-holding structure 30 and is used to receive instructions from the control system 5 after the rail-holding structure 30 is retracted or returned to its position, and to perform automatic locking or unlocking.

[0080] In this embodiment, the electromagnetic lock 32 is rigidly connected to the rail-holding structure 30, and its on / off state is directly managed by the control system 5. When the drive motor 31 drives the rail-holding structure 30 to complete the retraction action and reach the preset safe retraction height, the control system 5 sends a locking command to the electromagnetic lock 32. The electromagnetic lock 32 is energized and firmly locks the rail-holding structure 30 in the retracted position, preventing it from falling unexpectedly due to vibration or inertia during subsequent travel. Similarly, when the vehicle passes through the turnout and the rail-holding structure 30 needs to be put back and aligned with the rail, the control system 5 will instruct the electromagnetic lock 32 to unlock after confirming that it is in place, so that the rail-holding structure 30 can perform subsequent clamping actions under the drive motor 31. The electrified locking mechanism enhances the safety of the entire turnout crossing process.

[0081] In one embodiment, a method for a single-rail track crossing a turnout is provided, which corresponds one-to-one with the single-rail track crossing device described in the above embodiments. For example... Figure 4 As shown, the method for a single rail to travel over a turnout specifically includes the following steps:

[0082] S10: Real-time image acquisition of the forward turnout area via a visual sensor; activation of turnout passage status detection when the distance between the traveling vehicle and the turnout reaches a preset range; and determination of whether the current turnout meets the vehicle passage conditions based on an image recognition algorithm.

[0083] In this embodiment, the preset interval refers to a trigger range set by the control system based on safety margin and response time. For example, when the distance between the vehicle and the turnout is between 5 and 8 meters, the system automatically initiates the detection process. Image recognition algorithms here refer generally to computer vision algorithms used for automatic analysis and understanding of turnout images. For example, the YOLOv11 framework can be used for training and deployment. This model has been trained on image datasets of various standard turnout types, including single turnouts, crossover turnouts, and crossovers, and can quickly identify and classify turnout types, key components (switches, frogs), and their positions and states.

[0084] Specifically, when the vehicle is traveling normally along the track, the front vision sensor continues to work, and the system synchronously processes the transmitted images and distance measurement data. Once the distance measurement data determines that the distance between the vehicle and a key point of the turnout ahead, such as the frog, enters the preset trigger range of 5 to 8 meters, the system automatically activates the turnout passage status detection task. This task, based on real-time perception information, comprehensively judges whether the vehicle can safely and smoothly pass through the turnout in the current state. Its judgment logic integrates the identification and confirmation of the turnout's status and the prediction and analysis of the vehicle's own movement path. The judgment result, which determines whether the passage conditions are met or not, will serve as the core instruction, directly determining whether the control system issues an action instruction to the lifting module to retract the rail clamping structure, thereby driving the subsequent process.

[0085] S20: When the pass condition is met, the control system sends a command to the lifting module to drive the rail-holding structure to perform the retraction action.

[0086] In this embodiment, meeting the passage condition refers to the condition for allowing passage of the turnout obtained after the system calculates the overall visual image matching degree and the vehicle trajectory deviation; the lifting module refers to the electromechanical component installed at the bottom of the vehicle body, which includes a drive motor and a rail-clamping actuator, and is responsible for completing the separation and attachment of the rail-clamping structure and the rail under the command of the control system; driving the rail-clamping structure to perform the retraction action means controlling the motor to operate, so that the rail-clamping robotic arm moves upward from its original position of tightly gripping the rail and disengages to a predetermined safe height.

[0087] Specifically, after receiving a pass condition determination signal from the vision detection module, the control system immediately generates and sends a set of specific retraction control commands to the drive motor of the lifting module. These commands will initiate a preset, phased sequence of mechanical actions to release the rail-hugging structure from its constraint on the rail and raise it to a safe position to avoid interference with the turnout components. The initiation of the retraction action indicates that the car body has officially switched from the conventional track travel mode to a special transition mode in preparation for passing through the turnout gap.

[0088] S30: During the retraction of the rail-holding structure, the control system dynamically adjusts the output power of the traction system based on the real-time collected vehicle speed data to maintain the uniform speed of the vehicle body and triggers the angular momentum balance system to enter the working process.

[0089] In this embodiment, the retraction process of the rail clamping structure refers to the entire mechanical action period from the moment the rail clamping mechanism begins to detach from the rail until it is fully raised to the safe locking position; the real-time collected vehicle speed data refers to the instantaneous travel speed value continuously measured and fed back by the speed sensor installed on the vehicle body; the dynamic adjustment of the traction system's output power refers to the control system instantly compensating for load changes or resistance fluctuations caused by the retraction of the rail clamping mechanism by changing the current or voltage of the drive motor; maintaining uniform vehicle speed refers to controlling the fluctuation range of the vehicle speed within a very small preset range; triggering the angular momentum balance system to enter the working process refers to sending a start command to the angular momentum balance module at the same time as the retraction action begins, so that it completes self-check, preheating and enters standby state according to the preset program.

[0090] Specifically, when the rail-hugging structure begins to retract under the action of the drive motor, the physical connection and constraint between the vehicle body and the track are weakened, and its motion state is easily disturbed. Therefore, the control system executes two processes simultaneously: First, it continuously monitors the actual speed of the vehicle body and compares it with the preset target speed. The control system dynamically adjusts the output power of the traction system based on the real-time collected vehicle speed data to maintain the vehicle body in a constant speed state. Second, the control system simultaneously sends a start signal to the angular momentum balance module located at the center of the vehicle body. This signal wakes up the angular momentum balance system, commands it to start executing the internal self-check program, and drives the angular momentum balance wheel to accelerate to the preset working speed after the self-check is passed, preparing for active balancing of possible vehicle body attitude disturbances. The parallel execution of these two processes ensures that the vehicle body can maintain the motion stability in the forward direction and build up the ability to resist lateral tilting in advance during the critical transition stage when it is detached from part of the track support.

[0091] S40: Real-time vehicle attitude data is collected at a preset period using a level and gyroscope and transmitted to the control system. The control system calculates the vehicle attitude deviation based on the attitude data and generates a torque adjustment command, which is then sent to the angular momentum balance module.

[0092] In this embodiment, a level is a sensor used to measure the tilt angle of the vehicle body relative to the horizontal plane; a gyroscope is a sensor used to measure the angular velocity of the vehicle body rotating around its own axis; a preset period refers to a fixed data sampling and transmission time interval set by the control system, such as 10 milliseconds; real-time vehicle attitude data refers to the set of the current tilt angle value measured by the level and the current angular velocity value measured by the gyroscope; calculating the vehicle attitude deviation refers to the control system processing the received tilt angle and angular velocity data through a specific data fusion algorithm to calculate the current offset and trend of the vehicle body deviating from the ideal balance state in the lateral and vertical directions; generating torque adjustment commands refers to calculating the magnitude and direction of the compensation torque required by the angular momentum balance wheel to offset the deviation according to the calculated attitude deviation and the preset control rules, and encapsulating this calculation into a digital command that can be recognized by the angular momentum balance module.

[0093] Specifically, the level and gyroscope installed near the vehicle's center of gravity work synchronously at extremely high frequencies, for example, collecting data every 10 milliseconds. This raw data, characterizing the vehicle's instantaneous tilt angle and rotation speed, is transmitted to the control system in real time and reliably via the CAN bus. Upon receiving the data, the control system immediately calls its built-in algorithm for processing. It can not only accurately calculate the vehicle's current roll and pitch angle deviations relative to the horizontal plane, but also predict their changing trends. The control system converts the calculated attitude deviation values ​​into a specific torque command. This command specifies the magnitude, direction, and expected response requirements of the compensation torque to be applied by the angular momentum balance wheel. This torque adjustment command is sent to the angular momentum balance module via the high-speed communication bus, driving its actuator to make corresponding adjustments.

[0094] S50: The angular momentum balance module receives the torque adjustment command and dynamically adjusts the rotation speed and direction of the angular momentum balance wheel to generate a compensation torque opposite to the direction of the vehicle body attitude deviation, thereby balancing the vehicle body attitude in real time.

[0095] In this embodiment, the angular momentum balancing module includes an angular momentum balancing wheel, which balances the angular momentum of the vehicle body in real time to ensure the stability of the equipment during operation. The torque adjustment command refers to a digital control signal issued by the control system that contains information on the magnitude and direction of the target torque. Dynamically adjusting the speed and direction of the angular momentum balancing wheel means that the drive circuit in the module accurately and quickly changes the current of the balance wheel drive motor according to the received command, thereby controlling the balance wheel to accelerate, decelerate, or reverse. Generating a compensation torque opposite to the direction of the vehicle body attitude deviation means that by changing the angular momentum of the high-speed rotating balance wheel, according to the law of conservation of angular momentum, a torque opposite to the current tilt direction is applied to the vehicle body to resist its tilting tendency. Real-time balancing of the vehicle body attitude means that the entire process from receiving the command, adjusting the speed, to generating the torque is completed in a very short time, realizing continuous suppression and correction of vehicle body attitude disturbances.

[0096] Specifically, the angular momentum balance module receives instructions from the control system. Once a valid torque adjustment instruction is received, it immediately parses the instruction, identifies the magnitude and direction of the required compensation torque, calculates the target speed or speed change that the angular momentum balance wheel drive motor needs to achieve, and outputs a corresponding drive current. It precisely controls the drive motor to accelerate, decelerate, or change its rotation direction within a very short response time, thereby adjusting the speed of the angular momentum balance wheel connected to it on the same axis. When the speed of the balance wheel changes, its angular momentum also changes. This change generates a reaction torque that acts on the entire module and is transmitted to the vehicle body, i.e., the compensation torque. The direction of this torque is always opposite to the direction of the vehicle body attitude deviation calculated by the control system, thereby effectively counteracting the external torque that causes the vehicle body to tilt, pulling the vehicle body attitude back and stabilizing it within the preset safe balance range.

[0097] S60: When the vision sensor detects that the car body has passed the turnout and entered the rear stable track area, the control system controls the rail-holding structure to perform a return action and lock it, while controlling the angular momentum balance system to stop working.

[0098] In this embodiment, performing the return and locking action means that the control system sends a command to the lifting module to drive the rail-holding structure to descend smoothly from the retracted safe position until its guide component re-contacts and adheres to the rail, applies a preset clamping force and activates the locking mechanism, so that the rail-holding structure is firmly restored to the working state; controlling the angular momentum balance system to stop working means that the control system sends a stop command to the angular momentum balance module, which smoothly decelerates the balance wheel to stop rotating according to a preset program, ending its attitude stabilization function.

[0099] Specifically, as the car body is about to completely pass through the turnout area, the forward vision sensor will reassess the track status. When the system confirms, based on image recognition results and travel calculations, that the car body has completely passed through the turnout space and the front end has entered a continuous and stable track section behind, it generates a "passing complete" signal. Upon receiving this signal, the control system executes two parallel termination operations: First, it sends a return command to the lifting module, driving the rail-hugging structure to descend smoothly along a preset trajectory. After the contact sensor or force sensor on the rail-hugging structure detects reliable contact with the rail, the system controls the drive motor to switch to low-speed mode, applies the set clamping force, and finally triggers locking devices such as electromagnetic locks to fix its position, thereby restoring the rigid connection and guidance between the car body and the track. Second, it sends a stop command to the angular momentum balance module, which controls the angular momentum balance wheel drive motor to gradually decelerate the balance wheel and cuts off power after the speed drops to a safe threshold. This signifies that the car body has safely and completely switched back from the special transition state of passing through the turnout to the normal track travel mode.

[0100] In one embodiment, such as Figure 5 As shown, in step S10, the step of determining whether the current turnout meets the conditions for vehicle passage based on the image recognition algorithm includes:

[0101] S11: Obtain images of the turnout area through the vision sensor, and estimate the vehicle's running trajectory based on a continuous image sequence.

[0102] In this embodiment, the turnout area image refers to a two-dimensional digital image captured within the field of view of the visual sensor, containing the key components of the turnout and the tracks connected to it before and after; the continuous image sequence refers to multiple frames of turnout area images that are continuously acquired and arranged at fixed time intervals in the time dimension, forming a video stream or image frame set describing the dynamic changes of the scene; the vehicle trajectory refers to the projection of the movement path of the vehicle in three-dimensional space onto the horizontal plane, which is usually characterized as a series of position points of the vehicle center or a specific reference point relative to the track or the geodetic coordinate system, including lateral and longitudinal position and change trend information.

[0103] Specifically, the vision sensor operates continuously during vehicle movement, acquiring images of the forward switch area at a fixed sampling frequency. The control system acquires these time-sequential image frames, forming a continuous image sequence. The control system processes this sequence, for example, by using feature point detection and tracking technology to identify and track the pixel-level movement of stable feature points on the track or switch in the image sequence. Combining the calibration parameters, installation posture, and inter-frame time difference of the vision sensor, the control system resolves the pixel motion on these two-dimensional image planes into relative motion vectors of the vehicle in reality. By processing these motion vectors, the control system ultimately calculates and outputs the vehicle's trajectory relative to the starting point or a specific track reference line in real time. This trajectory is represented in the form of a sequence of position points or a parameterized path, providing crucial pose prediction information for subsequent passability assessment.

[0104] S12: Perform feature matching between the real-time acquired turnout image features and the preset standard turnout template, and calculate the matching degree;

[0105] S13: Calculate the deviation of the vehicle's running trajectory from the turnout reference position.

[0106] In this embodiment, the preset standard turnout template refers to the digital model of various turnouts in the standard state that is pre-stored in the system; feature matching refers to the process of comparing real-time features with template features; matching degree refers to the numerical value used to quantify the similarity between the two; turnout reference position refers to the spatial reference line or point set in the turnout area; deviation value refers to the difference between the vehicle trajectory and the reference position.

[0107] Specifically, the system extracts real-time image features and matches them with standard templates of the corresponding type, and obtains a matching degree value representing the similarity through an algorithm; the system spatially compares the estimated vehicle trajectory with the preset turnout reference position, and obtains the lateral and longitudinal deviation values ​​of the trajectory from the reference through geometric calculation. The matching degree and the deviation value together constitute the core quantitative basis for judging the passage conditions.

[0108] S14: Combining the image matching degree and the deviation value, when the matching degree is greater than or equal to a first preset threshold and the deviation value is less than or equal to a preset deviation threshold, it is determined that the passing condition is met; when the matching degree is less than a second preset threshold or the deviation value is greater than the preset deviation threshold, it is determined that the passing condition is not met; when the matching degree is between the first preset threshold and the second preset threshold and the deviation value is less than or equal to the preset deviation threshold, a secondary detection process is initiated, and a final determination is made based on the secondary detection results.

[0109] In this embodiment, the first preset threshold and the second preset threshold are two boundary values ​​used to divide the matching degree into high, low and intermediate intervals. Usually, the first threshold is higher than the second threshold. The preset deviation threshold is the maximum allowable deviation value for determining whether the vehicle trajectory is within the allowable safe range. The secondary detection process refers to the additional verification steps performed by the system when the initial judgment is in an uncertain state. It usually includes re-collecting data, using different algorithms or extending the analysis time for verification.

[0110] Specifically, the control system inputs the obtained matching degree and the obtained deviation value into a preset logic judgment unit. This unit first compares the matching degree with a first threshold: if the matching degree is greater than or equal to the first threshold, and the deviation value is less than or equal to the deviation threshold, the system immediately determines that the "pass condition is met"; if the matching degree is less than the second threshold, or the deviation value is greater than the deviation threshold, the system immediately determines that the "pass condition is not met"; if the matching degree is in the middle range between the first and second thresholds, and the deviation value does not exceed the deviation threshold, it indicates that there is a certain degree of uncertainty in the current information; at this time, the system does not immediately make a final judgment, but starts a secondary detection process; this process acquires images again in a shorter time interval and proceeds... The system performs two main tests: feature matching, recalculating trajectory deviation using a more precise algorithm, or incorporating historical data for trend analysis. After the second test, the system determines whether the track is "satisfied" or "unsatisfied" based on the new or more reliable matching degree and deviation results. For example, if the feature matching degree of the turnout image is greater than or equal to 95% and the trajectory deviation of the vehicle body is less than or equal to ±5 mm, the track is considered to be in a pass state. If the feature matching degree of the turnout image is less than 85% or the trajectory deviation of the vehicle body is greater than or equal to ±10 mm, the track is considered to be in a fail state. When the detection data falls between the two categories mentioned above, the control system will initiate a second test process. After the second test is completed, the final determination result will be fed back to the control system.

[0111] In one embodiment, such as Figure 6 As shown, in step S20, the drive rail-holding structure performs a retraction action, including the following steps:

[0112] S21: The control system controls the drive motor to run at low speed, so that the rail clamping structure releases the clamping force on the rail, thus completing the unlocking.

[0113] In this embodiment, low-speed operation refers to the drive motor operating at a low speed gear far below its rated speed; releasing the clamping force on the rail refers to the drive rail clamping mechanism generating a small displacement, so that the normal pressure between the rail and the contact surface gradually decreases to zero; completing the unlocking means that the rail clamping structure changes from a tightly constrained state with the rail to a freely movable detached state.

[0114] Specifically, when the control system sends a retraction command to the lifting module, it first controls the drive motor to enter a low-speed operation mode. In this mode, the output shaft of the drive motor drives the transmission mechanism at a low speed and torque, causing the rail clamping structure to begin performing the initial separation action. This low-speed and smooth initial action process allows the rail clamping structure to slowly release its grip on the rail, allowing the clamping force previously applied to the rail to be released, thereby avoiding mechanical impact, structural vibration, or sudden disturbance of the vehicle's posture caused by instantaneous unloading. When the clamping force drops below the safety threshold, the system determines that the unlocking action is complete, preparing for subsequent rapid retraction.

[0115] S22: By controlling the drive motor to switch to high-speed operation mode, the rail-holding structure is driven to retract upward to the preset safe height.

[0116] In this embodiment, the high-speed operation mode refers to the drive motor operating in a controlled high-speed mode; the upward retraction refers to the rail-hugging structure moving away from the rail along a plane perpendicular to the track; the preset retraction safety height refers to the vertical distance between the lowest point of the rail-hugging structure after it is fully retracted and the top surface of the rail, which is preset in the system. This height must ensure that the rail-hugging structure does not interfere with any components when the vehicle passes through the turnout.

[0117] Specifically, after the low-speed unlocking step is completed, the control system sends a command to the drive motor to switch it from low-speed mode to high-speed operation mode; the drive motor then runs at a higher speed, driving the entire rail-hugging structure to move upward quickly and continuously; this high-speed retraction process raises the rail-hugging structure from its initial position after unlocking to the preset safe retraction height; the control system monitors the current position of the rail-hugging structure in real time, and when it detects that its actual height reaches or exceeds the preset safe height value, it sends a stop command to the drive motor to end the retraction action, ensuring that the car body can quickly enter a stable turnout posture after leaving the rail support.

[0118] S23: When the rail-holding structure reaches the retracted safe height, the electromagnetic lock is activated to lock the rail-holding structure in that position.

[0119] In this embodiment, an electromagnetic lock refers to an electrified mechanical locking device that controls its locking and releasing states by means of current; locking refers to using the mechanical constraint generated by the electromagnetic lock to prevent any unintended displacement of the rail-holding structure in its retracted position.

[0120] Specifically, during the upward retraction of the rail-holding structure, the control system continuously monitors its position. Once the sensor confirms that the rail-holding structure has accurately reached the preset safe retraction height, the control system immediately sends a power-on command to the electromagnetic lock associated with the rail-holding structure. After being energized, the electromagnetic lock firmly engages with the corresponding locking position on the rail-holding structure or the lifting mechanism, preventing the rail-holding structure from swaying due to vibration, inertia, or external forces during subsequent vehicle operation.

[0121] In one embodiment, in step S30, maintaining the vehicle body at a constant speed and triggering the angular momentum balance system during the retraction of the rail-holding structure includes:

[0122] S31: The control system dynamically adjusts the output power of the traction motor based on the real-time collected vehicle speed data, and controls the fluctuation range of the vehicle's travel speed within a preset range.

[0123] In this embodiment, vehicle speed data refers to the real-time vehicle movement speed value measured and fed back by the speed sensor built into the vehicle body; dynamically adjusting the output power of the traction motor refers to the control system adjusting the current or voltage supplied to the traction motor in real time according to the vehicle speed deviation; the fluctuation range of vehicle speed refers to the maximum change in vehicle speed relative to the target value within a specific time period; the preset range refers to the upper limit threshold of vehicle speed fluctuation allowed by the system.

[0124] Specifically, during the retraction of the rail-hugging structure, the vehicle's speed is easily affected by changes in the constraint state between the vehicle body and the rail, as well as possible changes in resistance. The control system continuously receives real-time vehicle speed feedback from the speed sensor and compares it with the preset target uniform speed value. Once the actual vehicle speed deviates from the target value, the control system immediately adjusts the output of the traction motor driver to change the torque and speed of the traction motor, thereby quickly compensating for the vehicle speed. For example, if the fluctuation range of the vehicle's running speed needs to be controlled within ±0.2 meters per second, the control system will dynamically adjust the output power of the traction system based on the real-time collected vehicle speed data to maintain the vehicle body in a uniform running state.

[0125] S32: At the same time, the control system sends a start command to the angular momentum balance module, triggering the angular momentum balance module to execute a self-test program.

[0126] In this embodiment, the start command refers to the signal issued by the control system to wake up the angular momentum balance module; the self-test program refers to the diagnostic process inside the angular momentum balance module used to check whether its various components are functioning properly.

[0127] Specifically, while controlling the retraction of the rail clamp and adjusting the vehicle speed, the control system sends a start command to the angular momentum balance module. Upon receiving the command, the module is immediately activated and runs its internal self-test program to prepare for subsequent attitude balance control.

[0128] S33: After the self-test procedure is passed, the control angular momentum balance wheel enters the preheating and speed-up stage until its speed stabilizes and reaches the preset working speed.

[0129] In this embodiment, the preheating and acceleration stage refers to the process in which the angular momentum balance wheel starts from a stationary or low-speed state and smoothly increases its rotational speed according to a preset acceleration; the preset working speed refers to the rated rotational speed that is preset in order to enable the angular momentum balance wheel to effectively generate compensating torque, for example, a rated rotational speed of 5000 revolutions per minute.

[0130] Specifically, after the self-test program of the angular momentum balance module confirms that all components are in normal condition, the preheating and acceleration process is started. This process controls the angular momentum balance wheel drive motor to drive the balance wheel to rotate with a smooth acceleration, so that its speed gradually increases from the initial value. The control system monitors the current speed of the balance wheel in real time and makes its acceleration process smooth and controllable through closed-loop control. When the balance wheel speed is detected to reach and stabilize at the preset working speed value, the preheating and acceleration stage ends, and the angular momentum balance wheel enters the standby state, ready to change its speed according to the received torque command to generate the required balancing torque.

[0131] S34: If the self-test procedure fails, the control system generates a speed reduction command to reduce the vehicle's operating speed to below a preset safe speed.

[0132] In this embodiment, the self-test program failure indicates that the angular momentum balance module detects a functional abnormality or malfunction during self-testing, and is unable to meet normal working conditions; the speed reduction command refers to the control command generated by the control system to reduce the vehicle's running speed; the preset safe speed refers to the speed limit set to ensure that the vehicle can still pass through the switch or perform an emergency stop with low risk in the event of failure of the angular momentum balance system.

[0133] Specifically, after the angular momentum balance module performs its self-test program, if it detects a fault or abnormal state in a key component (such as a motor), it will immediately send a "self-test failed" status message to the control system. Upon receiving this fault message, the control system determines the current stage of the vehicle. If it is in the turnout stage, to prevent risks caused by attitude instability, the control system will immediately generate and issue a deceleration command. This command controls the traction system to reduce its output power, causing the vehicle speed to decrease gradually until it drops below a pre-set safe speed value, which can be 1 meter per second or less, thereby ensuring the safe operation of the equipment.

[0134] In one embodiment, such as Figure 7 As shown, in step S40, the control system calculates the vehicle body attitude deviation based on the attitude data and generates a torque adjustment command, including:

[0135] S41: The level and gyroscope transmit vehicle tilt angle and angular velocity data synchronously to the control system via the CAN bus at a fixed frequency.

[0136] In this embodiment, CAN bus refers to a serial bus protocol used for communication between in-vehicle devices; fixed frequency refers to the constant time interval followed by data transmission; vehicle tilt angle and angular velocity data refer to the vehicle tilt angle value measured by the level and the vehicle rotation angular velocity value measured by the gyroscope.

[0137] Specifically, the level and gyroscope installed on the vehicle body synchronously collect the real-time attitude raw data of the vehicle body at a preset fixed sampling frequency (such as 10 milliseconds); after the collection is completed, the tilt angle value and angular velocity value are sent to the control system through the CAN bus network; ensuring that the attitude data can be transmitted to the control core in a highly reliable, low-latency and time-synchronized manner.

[0138] S42: The control system uses a target detection algorithm to fuse and calculate the received tilt angle and angular velocity data to obtain the real-time attitude deviation values ​​of the vehicle body in the lateral and vertical directions.

[0139] In this embodiment, the target detection algorithm refers to the calculation method used to identify and extract target features from data, specifically the VOLOV11 algorithm; tilt angle and angular velocity data refer to the static tilt angle of the vehicle body measured by the level and the dynamic rotational angular velocity of the vehicle body measured by the gyroscope; fusion calculation refers to the process of organically combining and calculating the sensor data with two different characteristics; real-time attitude deviation value refers to the deviation angle or angular velocity of the vehicle body relative to the ideal balance state at the current moment in the left and right tilt (roll) and forward and backward pitch (vertical) directions, obtained through calculation.

[0140] Specifically, after receiving the tilt angle and angular velocity data transmitted synchronously via the CAN bus, the control system calls the embedded VOLOV11 algorithm to process these two types of data; accurately derives the real-time attitude deviation values ​​of the vehicle body; these values ​​directly and quantitatively reflect the degree of tilt or pitch of the vehicle body during the turnout process, providing a precise basis for generating balance compensation commands.

[0141] S43: Based on the calculated real-time attitude deviation value, the control system generates a corresponding torque adjustment command according to the preset control rules and sends it to the angular momentum balance module via the CAN bus.

[0142] In this embodiment, the preset control rule refers to the pre-set logical algorithm in the system that maps attitude deviations to the required compensation torque.

[0143] Specifically, after obtaining precise attitude deviation values, the control system converts these values ​​into corresponding torque adjustment commands according to preset control rules. These rules comprehensively consider vehicle mass, operating speed, track conditions, and the performance parameters of the angular momentum balance module to ensure that the generated torque commands can effectively compensate for attitude deviations without causing excessive vibration or instability of the vehicle body. After the conversion is completed, the control system sends the torque adjustment commands to the angular momentum balance module via the CAN bus.

[0144] In one embodiment, step S50, the dynamic adjustment of the rotational speed and direction of the angular momentum balance wheel, specifically includes:

[0145] S51: Based on the torque adjustment command received by the angular momentum balance module via the CAN bus, the internal drive component is controlled to adjust the speed and direction of the angular momentum balance wheel within a preset first response time.

[0146] In this embodiment, the preset first response time refers to the maximum time delay allowed from when the module receives the instruction to when its drive component begins to execute the adjustment action; the drive component refers to the motor and its matching driver or controller within the module used to directly drive the rotation of the balance wheel; adjusting the rotation speed and direction of the angular momentum balance wheel refers to changing the speed or direction of rotation of the balance wheel.

[0147] Specifically, upon receiving a valid torque adjustment command from the control system, the angular momentum balance module immediately parses the command to obtain the required target compensation torque magnitude and direction. The angular momentum balance module then calculates the adjustment amount required to generate the balance wheel speed and direction to produce the target torque based on the preset response time requirement (e.g., requiring a response to start within 10 milliseconds). It sends a control signal to the drive component (such as a servo driver), and the drive component quickly changes the current or voltage output to the balance wheel drive motor according to the signal, thereby controlling the balance wheel to complete acceleration, deceleration, or reverse rotation in a very short time, so that its actual speed and direction match the command requirements.

[0148] S52: When the vehicle body tilt angle exceeds the first tilt angle range, the angular momentum balance wheel generates a reverse compensation torque, so that the vehicle body recovers to a stable range where the tilt angle is not greater than the second tilt angle threshold within a preset recovery time.

[0149] In this embodiment, the vehicle body tilt angle refers to the current actual tilt angle of the vehicle body; the first tilt angle range refers to the critical tilt angle value set by the system that triggers the angular momentum balance wheel to begin active intervention; the reverse compensation torque refers to the torque generated by the angular momentum balance wheel by changing its own rotation speed, which is opposite to the tilt direction of the vehicle body; the preset recovery time refers to the maximum allowable time set by the control system from the start of applying the compensation torque to the recovery of the vehicle body attitude to a stable range; the second tilt angle threshold refers to the stable balance angle limit that is allowed to be maintained after the vehicle body attitude is restored, which is less than the first tilt angle range.

[0150] Specifically, the control system continuously monitors the vehicle tilt angle using a level. When the tilt angle exceeds the set first tilt angle range (e.g., greater than 0.5 degrees), it indicates that the vehicle body has tilted in a way that may affect safety or stability. At this time, the control system calculates and issues a torque adjustment command of corresponding strength based on the magnitude and trend of the excessive tilt angle. After receiving the command, the angular momentum balance module quickly adjusts the rotation speed of the balance wheel to generate a reverse compensation torque opposite to the tilt direction of the vehicle body. This torque acts on the vehicle body, effectively counteracting the disturbance torque that causes it to tilt. Under the continuous action of the compensation torque, the vehicle tilt angle begins to decrease. The system controls this process to be completed within a preset recovery time (e.g., within 0.3 seconds), ultimately stabilizing the vehicle tilt angle within a safe range not exceeding the second tilt angle threshold (e.g., 0.2 degrees). This process achieves rapid detection and active correction of vehicle tilt.

[0151] S53: The angular momentum balance module feeds back its torque output data and wheel status to the control system via the CAN bus at a preset feedback cycle, forming a closed-loop control.

[0152] In this embodiment, the preset feedback period refers to the fixed time interval followed by the angular momentum balance module in sending status information to the control system; the torque output data refers to the measured value of the compensation torque actually generated by the angular momentum balance module; the wheel status refers to the operating information including the current speed, direction, and working mode of the balance wheel; and the closed-loop control refers to the control method in which the control system continuously adjusts itself based on the differences between the command output, the actual effect feedback, and the target value.

[0153] Specifically, the angular momentum balancing module collects its current actual torque output value and various state parameters of the wheel body at a preset fixed period (e.g., every 5 milliseconds), and sends them to the control system via the CAN bus. After receiving this feedback information, the control system compares it to evaluate whether the actual effect is consistent with the command requirements, and monitors whether the angular momentum balancing module itself is working properly. Based on this feedback, the control system can fine-tune the torque commands issued in real time, such as correcting control deviations caused by model errors or external disturbances, or activating safety contingency plans when a module malfunction is detected. This continuous "command-execution-feedback-adjustment" cycle constitutes a dynamic and adaptive closed-loop control system.

[0154] In one embodiment, such as Figure 8 As shown, in step S60, controlling the rail-holding structure to perform a return action and lock includes:

[0155] S61: When the vehicle body travels to a preset distance range from the rear end of the turnout, the vision sensor restarts the track status detection process.

[0156] In this embodiment, the preset distance interval refers to a range of distances between the rear of the car body or a specific reference point and the rear end of the turnout (such as the theoretical end point of the turnout or the end of the turnout area).

[0157] Specifically, as the train passes through the turnout, the control system continuously tracks its position. When the control system determines that the train has moved to a preset distance range from the rear end of the turnout (i.e., the end of the turnout section) (e.g., the rear of the train is 3 to 5 meters from the end of the turnout), the control system sends a command to the vision sensor to restart the track status detection process. The vision sensor then begins to collect and analyze images of the track area ahead, focusing on whether the turnout features have completely disappeared and whether continuous and stable standard track features have clearly appeared. The purpose of this detection is to confirm whether the train has completely and safely left the turnout area and entered the stable track area at the rear end where the rail clamping structure can work normally, thereby providing an accurate timing basis for the return and locking of the rail clamping structure.

[0158] S62: If the detection result determines that the turnout has been passed and the stable track area has been entered, the control system controls the angular momentum balance system to stop working and controls the rail clamping structure to start the return procedure.

[0159] In this embodiment, the detection result determining that the turnout has been passed and the stable track area has been entered means that the visual sensor confirms that the turnout features have disappeared in the image ahead and the continuous standard track features are clear. Combined with the position of the vehicle body, it is determined that the vehicle has safely left the turnout area. Stop working means that the control system sends a stop command to the angular momentum balance module to make it exit the active balancing mode. Start the return procedure means that the control system sends a command to the lifting module to start executing the action of lowering the rail clamping structure from the retracted position to the working position.

[0160] Specifically, upon receiving the confirmation signal, the control system immediately performs two operations: first, it sends a command to the angular momentum balance module to slow down and stop its balance wheel and shut down the drive; second, it sends a command to the lifting module to drive the rail-holding structure to descend from its retracted position towards the rail. This signifies that the car body has begun to switch from the turnout crossing mode back to the normal travel mode.

[0161] S63: During the return process, when the rail clamping structure senses that it is in contact with the rail, it switches to a low-speed locking mode and continuously applies clamping force until the force reaches the preset locking force threshold, thus completing the locking operation.

[0162] In this embodiment, the low-speed locking mode refers to the motor operating state at low speed and high torque; the locking force threshold refers to the preset reliable clamping force target value.

[0163] Specifically, after the rail-clamping structure descends to contact the rail, the system controls the drive motor to switch to low-speed mode, slowly applies force and continuously monitors the clamping force; when the feedback clamping force reaches a preset threshold (for example, reaching 200 Newtons or more), the motor stops and triggers mechanisms such as electromagnetic locks to lock the rail-clamping structure, completing a reliable connection with the rail.

[0164] In one embodiment, such as Figure 8 As shown, after step S60, after the visual sensor restarts the track state detection process, an anomaly handling step is also included:

[0165] S64: If the detection result is recognition failure, the control system will control the vehicle to continue moving and automatically initiate a retry detection according to the preset retry interval distance.

[0166] In this embodiment, recognition failure refers to the visual sensor failing to successfully identify the expected turnout end or stable track features in the current image; retry interval distance refers to the distance the vehicle needs to travel between two consecutive retry detections.

[0167] Specifically, when the vision sensor restarts detection, if the system determines that the current image cannot be effectively recognized (e.g., extremely low feature matching or no match at all), the detection result is marked as "recognition failure." The control system will not immediately alarm or stop, but will initiate a retry mechanism while maintaining the vehicle's continued movement. The system will record the current location of the failure and monitor the vehicle's travel distance. Every time the vehicle travels a preset distance (e.g., 1 meter), the control system will automatically trigger a new track status detection process, and the vision sensor will re-acquire images and perform recognition and judgment.

[0168] S65: If the cumulative number of retries reaches the preset maximum number of retries and the test result is still unsuccessful, the control system will trigger an alarm signal and control the vehicle to slow down to below the preset safe speed.

[0169] In this embodiment, the cumulative number of retries refers to the total number of times the system automatically performs retry detection since the first detection failure; the preset maximum number of retries refers to the upper limit of the allowed number of retries; triggering an alarm signal refers to the system generating and sending visual, auditory, or digital warning information to the operation interface.

[0170] Specifically, during the retry detection process, the system continuously accumulates the number of retries. When the accumulated number reaches a preset maximum value (e.g., 3 times), if the detection result is still "recognition failed" each time, the system determines that there is a persistent anomaly. At this time, the control system immediately implements two safety measures: first, it triggers an alarm signal to notify the operator to intervene; second, it issues a deceleration command to the traction system to control the vehicle to decelerate smoothly until the vehicle speed is reduced to below a preset safe speed value (e.g., 0.5 m / s). This ensures that when the system cannot autonomously confirm the track status, it actively reduces the potential risks to the maximum extent and leaves room for safety and time for subsequent manual decision-making and handling.

[0171] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0172] The present invention and its embodiments have been described above. This description is not restrictive. The accompanying drawings are only one embodiment of the present invention. The actual structure is not limited to this. In short, if a person skilled in the art is inspired by this description and designs a similar structure and embodiment without departing from the spirit of the present invention, such design should fall within the protection scope of the present invention.

Claims

1. A single-rail turnout traveling device, characterized in that: It includes a walking vehicle body (1) and a vision detection module (2), a lifting module (3), an angular momentum balance module (4) and a control system (5) installed on the walking vehicle body (1); The visual detection module (2) is fixedly installed at the front of the traveling vehicle body (1) and electrically connected to the control system (5). It includes a visual sensor (20), a level (21) and a gyroscope (22) for real-time acquisition of turnout images and vehicle body posture data and estimation of vehicle body running trajectory based on continuous image sequence. The lifting module (3) is mainly installed at the bottom of the vehicle body (1), including a rail-holding structure (30) and a drive motor (31). The drive motor (31) is electrically connected to the control system (5) and the vision detection module (2) to receive instructions and control the retraction and extension of the rail-holding structure (30). The angular momentum balance module (4) is installed at the center of gravity in the middle of the vehicle body (1), including the angular momentum balance wheel (40). The control system (5) communicates with the angular momentum balance module (4) via CAN bus, which is used to send torque commands to the angular momentum balance module (4) and receive its feedback operating status data. The control system (5) is electrically connected to the vision detection module (2), the lifting module (3) and the angular momentum balance module (4) respectively, and is used to receive and process sensor data, generate control commands, and coordinate the execution of the turnout walking process by each module.

2. The monorail turnout traveling device according to claim 1, characterized in that: The lifting module (3) also includes an electromagnetic lock (32), which is fixedly connected to the rail-holding structure (30) and is used to receive instructions from the control system (5) after the rail-holding structure (30) is retracted or returned to its position, and to perform automatic locking or unlocking.

3. A method for a single-rail track crossing turnout, applied to the single-rail track crossing turnout traveling device according to any one of claims 1 to 2, characterized in that, The method for single-rail crossing turnouts includes the following steps: The system uses a visual sensor to collect images of the turnout area in real time. When the distance between the traveling vehicle and the turnout reaches a preset range, it starts to detect the turnout's passage status and uses an image recognition algorithm to determine whether the current turnout meets the conditions for the vehicle to pass. When the passage conditions are met, the control system sends a command to the lifting module to drive the rail-holding structure to perform a retraction action. During the retraction of the rail-holding structure, the control system dynamically adjusts the output power of the traction system based on the real-time collected vehicle speed data to maintain the uniform speed of the vehicle body and triggers the angular momentum balance system to enter the working process. The vehicle body's real-time attitude data is collected by a level and a gyroscope at a preset period and transmitted to the control system. The control system calculates the vehicle body's attitude deviation based on the attitude data and generates a torque adjustment command, which is then sent to the angular momentum balance module. The angular momentum balance module receives the torque adjustment command and dynamically adjusts the rotation speed and direction of the angular momentum balance wheel to generate a compensating torque opposite to the direction of the vehicle body attitude deviation, thereby balancing the vehicle body attitude in real time. When the vision sensor detects that the car body has passed the turnout and entered the rear stable track area, the control system controls the rail-holding structure to perform a return action and lock it, while controlling the angular momentum balance system to stop working.

4. A method for monorail crossing a turnout according to claim 3, characterized in that, The step of determining whether the current turnout meets the conditions for vehicle passage based on image recognition algorithm specifically includes: The visual sensor acquires images of the turnout area, and the vehicle's trajectory is estimated based on a continuous image sequence. The real-time acquired turnout image features are matched with the preset standard turnout template, and the matching degree is calculated. Calculate the deviation of the vehicle's trajectory from the turnout reference position; Combining the image matching degree and the deviation value, when the matching degree is greater than or equal to a first preset threshold and the deviation value is less than or equal to a preset deviation threshold, it is determined that the passing condition is met; when the matching degree is less than a second preset threshold or the deviation value is greater than the preset deviation threshold, it is determined that the passing condition is not met; when the matching degree is between the first preset threshold and the second preset threshold and the deviation value is less than or equal to the preset deviation threshold, a secondary detection process is initiated, and a final determination is made based on the secondary detection results.

5. A method for monorail crossing a turnout according to claim 3, characterized in that, The drive rail-holding structure performs a retraction action, including the following steps: The control system controls the drive motor to run at a low speed, causing the rail clamping structure to release the clamping force on the rail, thus completing the unlocking process. By controlling the drive motor to switch to high-speed operation mode, the rail-holding structure is driven to retract upward to the preset safe retraction height; When the rail-holding structure reaches the retracted safe height, the electromagnetic lock is activated to lock the rail-holding structure in that position.

6. A method for monorail crossing a turnout according to claim 3, characterized in that, The process of maintaining uniform vehicle speed and triggering angular momentum balance system during the retraction of the rail-holding structure includes: The control system dynamically adjusts the output power of the traction motor based on the real-time collected vehicle speed data, and controls the fluctuation range of the vehicle's travel speed within a preset range. Simultaneously, the control system sends a start command to the angular momentum balance module, triggering the angular momentum balance module to execute a self-test program. After the self-test procedure is passed, the control angular momentum balance wheel enters the preheating and speed-up stage until its speed stabilizes and reaches the preset working speed. If the self-test procedure fails, the control system generates a speed reduction command to reduce the vehicle's operating speed to below a preset safe speed.

7. A method for monorail crossing a turnout according to claim 3, characterized in that, The control system calculates the vehicle body attitude deviation based on the attitude data and generates torque adjustment commands, including: The level and gyroscope transmit vehicle tilt angle and angular velocity data synchronously to the control system via CAN bus at a fixed frequency. The control system uses a target detection algorithm to fuse and calculate the received tilt angle and angular velocity data to obtain the real-time attitude deviation values ​​of the vehicle body in the lateral and vertical directions. Based on the calculated real-time attitude deviation value, the control system generates a corresponding torque adjustment command according to the preset control rules and sends it to the angular momentum balance module via the CAN bus.

8. A method for monorail crossing a turnout according to claim 7, characterized in that, The dynamic adjustment of the rotational speed and direction of the angular momentum balance wheel specifically includes: Based on the torque adjustment command received by the angular momentum balance module via the CAN bus, the internal drive component is controlled to adjust the speed and direction of the angular momentum balance wheel within a preset first response time. When the vehicle body tilt angle exceeds the first tilt angle range, the angular momentum balance wheel generates a reverse compensation torque, so that the vehicle body recovers to a stable range where the tilt angle is no greater than the second tilt angle threshold within a preset recovery time. The angular momentum balance module feeds back its torque output data and wheel status to the control system via the CAN bus at a preset feedback cycle, forming a closed-loop control.

9. A method for monorail crossing a turnout according to claim 3, characterized in that, The control of the rail-holding structure to perform a return action and lock includes: When the vehicle body travels to a preset distance from the rear end of the turnout, the vision sensor restarts the track status detection process. If the detection result determines that the turnout has been passed and the stable track area has been entered, the control system controls the angular momentum balance system to stop working and controls the rail clamping structure to start the return procedure. During the return process, once the rail-clamping structure senses contact with the rail, it switches to a low-speed locking mode and continuously applies clamping force until the force reaches a preset locking force threshold, thus completing the locking operation.

10. A method for monorail crossing a turnout according to claim 9, characterized in that, After the vision sensor restarts the track status detection process, an anomaly handling step is also included: If the detection result is a recognition failure, the control system will control the vehicle to continue moving and automatically initiate a retry detection according to the preset retry interval distance; If the cumulative number of retries reaches the preset maximum number of retries and the test result is still unsuccessful, the control system will trigger an alarm signal and control the vehicle to slow down to below the preset safe speed.

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