Obstacle detection system, method and device and electronic equipment

Abstract

The invention discloses an obstacle detection system, method and device and electronic equipment, relates to the field of automatic control, and is used for monitoring the states of two travel switch sensors arranged on the same side of a railway vehicle. According to the number of the contacts with the changed initial states of the contacts of the two travel switch sensors, whether the travel switch sensors in the abnormal state exist or not is determined, and the initial states are preset states kept by the contacts of the travel switch sensors when no obstacle is detected. On the basis, when the number of the travel switch sensors in the abnormal state is determined to be not less than 1, the fault severity level is determined according to the number of the contacts, and corresponding processing suggestions are prompted according to the fault severity level. And when it is determined that no travel switch sensor in the abnormal state exists, a corresponding obstacle or derailment prompt signal is sent. Braking false triggering caused by a single-point fault can be avoided, and operation safety is improved.

Description

Technical Field

[0001] This application relates to the field of automatic control technology, and in particular to an obstacle detection system, method, apparatus and electronic device. Background Technology

[0002] For rail vehicles, contact-based obstacle detection is a key triggering mechanism for emergency braking systems. It immediately initiates emergency braking upon detecting a physical collision with an obstacle to minimize accident damage. Currently, rail vehicle obstacle detection systems are highly susceptible to single-point failures caused by obstacle detection sensors or other components, leading to incorrect obstacle identification and false triggering of emergency braking, seriously threatening the operational safety of rail vehicles. Summary of the Invention

[0003] In view of the above problems, this application provides an obstacle detection system, method, apparatus, and electronic device to improve detection reliability and operational safety. The specific solution is as follows:

[0004] The first aspect of this application provides an obstacle detection system, comprising: a main control module and at least one obstacle detection module connected to the main control module, wherein the obstacle detection module includes two limit switch sensors, the two limit switch sensors are disposed on the same side of the rail vehicle, and the two limit switch sensors are redundant to each other.

[0005] In one possible implementation, the main control module includes: two redundant main control sub-modules and two redundant power supply boards, each power supply board providing power to each main control sub-module, and each main control sub-module being connected to two limit switch sensors respectively.

[0006] A second aspect of this application provides an obstacle detection method, applied to the obstacle detection system of the first aspect, the method comprising:

[0007] Based on the number of contacts whose initial states change between the two limit switch sensors and whether the contacts belong to the same limit switch sensor, it is determined whether there is a limit switch sensor in an abnormal state. The initial state is the preset state held by the contacts of the limit switch sensor when no obstacle is detected.

[0008] When the number of limit switch sensors in the abnormal state is not less than one, the severity level of the fault is determined based on the number of contacts.

[0009] When it is determined that there is no limit switch sensor in the abnormal state and there is a contact whose initial state has changed, a prompt signal indicating that an obstacle or derailment has been detected is sent.

[0010] In one possible implementation, determining whether there is a limit switch sensor in an abnormal state based on the number of contacts whose initial states have changed and whether the contacts belong to the same limit switch sensor includes:

[0011] If the number of contacts whose initial state changes is 1, then the limit switch sensor to which the contact belongs is taken as the limit switch sensor of the abnormal state.

[0012] If the number of contacts whose initial state changes is 2, and both contacts belong to the first limit switch sensor, then the second limit switch sensor is used as the limit switch sensor for the abnormal state.

[0013] In one possible implementation, the obstacle detection method further includes:

[0014] The severity level of the fault is determined as the first fault level, and based on the first fault level, a handling suggestion is given to conduct an inspection after the rail vehicle has reached the target location.

[0015] In one possible implementation, determining whether there is a limit switch sensor in an abnormal state based on the number of contacts whose initial states have changed and whether the contacts belong to the same limit switch sensor includes:

[0016] If the number of contacts whose initial state changes is 3, then the limit switch sensor whose initial state does not change is taken as the limit switch sensor in the abnormal state.

[0017] If the number of contacts whose initial state changes is 2, and the first contact whose initial state changes belongs to the first limit switch sensor and the second contact belongs to the second limit switch sensor, then both the first limit switch sensor and the second limit switch sensor are regarded as limit switch sensors in the abnormal state.

[0018] In one possible implementation, the obstacle detection method further includes:

[0019] The severity level of the fault is determined as the second fault level, and a handling suggestion is given based on the second fault level, indicating that the rail vehicle should be moved to the nearest station for inspection. When the number of contacts where the initial state has changed is 3, a warning signal indicating the presence of an obstacle is sent.

[0020] In one possible implementation, the obstacle detection method further includes:

[0021] The process sequentially executes the following steps: a first step of power supply detection for each power board, a second step of mutual detection between the two main control submodules, a third step of sensor signal reception detection on the two main control submodules, and a fourth step of output sensor signal detection on the two main control submodules.

[0022] If the detection results of the first process, the second process, the third process, or the fourth process indicate that any one of them has failed, then the operation of the rail vehicle shall be terminated.

[0023] A third aspect of this application provides an obstacle detection device, comprising:

[0024] The status monitoring module is used to determine whether there is a limit switch sensor in an abnormal state based on the number of contacts whose initial states have changed and whether the contacts belong to the same limit switch sensor. The initial state is the preset state held by the contacts of the limit switch sensor when no obstacle is detected.

[0025] The first detection module is used to determine the severity level of the fault based on the number of contacts when the number of limit switch sensors in the identified abnormal state is not less than one; and...

[0026] The second detection module is used to send a prompt signal indicating that an obstacle or derailment has been detected when it is determined that there is no limit switch sensor in the abnormal state and there is a contact whose initial state has changed.

[0027] The fourth aspect of this application provides a computer program product including computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the obstacle detection method of the second aspect or any implementation thereof.

[0028] A fifth aspect of this application provides an electronic device, comprising at least one processor and a memory connected to the processor, wherein:

[0029] The memory is used to store computer programs;

[0030] The processor is used to execute the computer program so that the electronic device can implement the obstacle detection method of the second aspect or any implementation thereof described above.

[0031] The sixth aspect of this application provides a computer storage medium carrying one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the obstacle detection method of the second aspect or any implementation thereof described above.

[0032] By employing the above technical solution, the obstacle detection method provided in this application monitors the status of two limit switch sensors installed on the same side of a rail vehicle. Based on the number of contacts where the initial state of the two limit switch sensors changes, it determines whether any limit switch sensors are in an abnormal state. The initial state is a preset state held by the limit switch sensor contacts when no obstacle is detected. Furthermore, if at least one limit switch sensor is identified as being in an abnormal state, the severity of the fault is determined based on the number of contacts, and corresponding handling suggestions are provided according to the severity level. If no abnormal limit switch sensor is identified, a corresponding obstacle or derailment warning signal is sent. By monitoring the changes in the contact states of the two limit switch sensors, the fault states of both limit switch sensors can be accurately identified, thereby determining a single-point fault in a single limit switch sensor and providing corresponding handling suggestions. This avoids false braking caused by single-point faults and improves operational safety. Attached Figure Description

[0033] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0034] Figure 1 This application provides an architecture diagram of an obstacle detection system.

[0035] Figure 2 A flowchart of an obstacle detection method provided in this application;

[0036] Figure 3 A process diagram of a system self-test provided for this application;

[0037] Figure 4 This application provides a structural diagram of an obstacle detection device.

[0038] Figure 5 This is a structural diagram of an electronic device provided in this application. Detailed Implementation

[0039] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0040] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0041] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0042] In the obstacle detection and emergency braking control processes of rail vehicles, single-point failures can easily lead to accidental emergency braking triggered by obstacles (a single-point failure refers to a component in the system whose failure at a single point renders the entire system inoperable; in other words, a single-point failure causes a system-wide failure, which in this case could be a travel sensor malfunction causing the entire emergency braking system to fail). This severely impacts the safety and stability of equipment operation and adversely affects the normal operation of rail vehicles. Therefore, resolving the issue of accidental emergency braking caused by single-point failures and optimizing obstacle detection logic to prevent system failures caused by single-point failures have become urgent technical challenges in this field.

[0043] To solve the above problem, see Figure 1 , Figure 1 A schematic diagram of an obstacle detection system is shown. The system may include a main control module 101 and an obstacle detection module 102. Each obstacle detection module 102 may consist of two limit switch sensors, and one obstacle detection module 102 may be installed on each side of the rail vehicle to detect obstacles on both sides of the rail vehicle respectively.

[0044] The main control module 101 in this embodiment can be an MCU (Microcontroller Unit), CPU (Central Processing Unit), etc., and this embodiment does not impose any restrictions on it.

[0045] The main control module 101 may include a radio frequency unit, a memory, an input unit, a display unit, a camera (optional), an audio circuit (optional), a speaker (optional), a microphone (optional), a headphone jack (optional), a processor, an external interface, a power supply, and other components. Those skilled in the art will understand that the above components are merely examples and do not constitute a limitation on the terminal or multifunctional device; it may include more or fewer components, or a combination of certain components, or different components.

[0046] The input unit can be used to receive input numeric or character information, and to generate key signal inputs related to user settings and function control of the portable multi-functional device. Specifically, the input unit may include a touchscreen (optional) and / or other input devices. Other input devices may include, but are not limited to, one or more of a physical keyboard, function keys (such as volume control buttons, power buttons, etc.), trackball, mouse, joystick, etc.

[0047] Each obstacle detection module includes two limit switch sensors, which are located on the same side of the rail vehicle and are redundant. Even if one limit switch sensor fails, the other can still detect obstacles, allowing the rail vehicle to perform normal obstacle detection based on the detection results of the other sensor. This avoids false braking caused by a single point of failure and improves operational safety.

[0048] In some embodiments, to further improve the reliability and safety of system operation, the main control module includes two redundant main control sub-modules and two redundant power supply boards. Each power supply board supplies power to each main control sub-module, and each main control sub-module is connected to two limit switch sensors. This ensures that if one power supply board in the main unit fails, the operation of the entire system will not be affected; similarly, if one main control board fails, the operation of the entire system will not be affected, further improving the reliability of obstacle detection and ensuring the safe operation of the rail vehicle.

[0049] Based on the same design concept, and referring to Figure 2 As shown in the accompanying drawings, this application provides an obstacle detection method that can be applied to the obstacle detection system described above. The obstacle detection method of this application will now be described in detail with reference to the accompanying drawings.

[0050] Reference Figure 2 , Figure 2 This is a flowchart illustrating an obstacle detection method provided in an embodiment of this application, as follows: Figure 2 As shown in the figure, an obstacle detection method provided in this application embodiment may include steps S201 to S203, which are described in detail below.

[0051] This obstacle detection method can be applied to the aforementioned obstacle detection system. Taking the detection of obstacles located on either side of a rail vehicle as an example, the obstacle detection method specifically includes the following processing steps:

[0052] Step S201: Based on the number of contacts whose initial states of the two limit switch sensors have changed and whether the contacts belong to the same limit switch sensor, determine whether there is a limit switch sensor in an abnormal state. The initial state is the preset state held by the contacts of the limit switch sensor when no obstacle is detected.

[0053] Specifically, for a limit switch sensor, it typically includes a pair of normally open contacts and a pair of normally closed contacts. When the limit switch sensor is detecting normally and is not triggered: the normally closed contacts remain closed and the normally open contacts remain open.

[0054] When an obstacle triggers the limit switch sensor, it will simultaneously cause changes in the normally closed and normally open contacts. The normally closed contact will change from normally closed to normally open, and the normally open contact will change from normally open to normally closed.

[0055] If only one pair of normally open contacts in the limit switch sensor changes state while the normally closed contacts do not change state, or if only one pair of normally closed contacts changes state while the normally open contacts do not change state, it indicates that the limit switch sensor is faulty.

[0056] Based on the aforementioned logic for determining whether the limit switch sensors are in a faulty state, it can be determined whether both limit switch sensors are in a faulty state, and whether they are in a normal detection state when an obstacle is detected. Here, an abnormal state refers to a limit switch sensor being judged to be in a faulty state.

[0057] Step S202: When the number of limit switch sensors in abnormal state is not less than 1, determine the severity level of the fault based on the number of contacts.

[0058] Specifically, since two limit switch sensors are used to detect obstacles simultaneously, when the fault judgment logic determines that both limit switch sensors are in a faulty state, obstacle detection will obviously not be performed, and a corresponding alarm will be issued.

[0059] If, based on the state changes of the four pairs of contacts, one limit switch sensor is faulty while the other limit switch sensor detects an obstacle, it can be determined that there is a minor fault, but it has not yet affected the detection of the obstacle, and appropriate checks are required.

[0060] Step S203: When it is determined that there is no abnormal state of the limit switch sensor and there is a contact whose initial state has changed, a prompt signal indicating that an obstacle or derailment has been detected is sent.

[0061] Specifically, to ensure the safe operation of the vehicle and to avoid accidental obstacle recognition and braking, the emergency braking system will only be activated when the state changes of the four pairs of contacts indicate that both limit switch sensors have detected an obstacle, thereby preventing accidents such as derailment.

[0062] This obstacle detection method can accurately identify whether the limit switch is in a faulty state by monitoring the changes in the contact state of two limit switch sensors. By combining the identification results of whether each limit switch sensor is in a faulty state and whether an obstacle is detected, the reliability of the obstacle detection device is greatly improved, the probability of system failure caused by a single point of failure is reduced, the number of system failures is reduced, and the method can accurately identify real obstacles as well as situations where a single obstacle detection result mistakenly triggers the emergency braking system, thereby improving the overall reliability of the system operation.

[0063] In one embodiment, to accurately identify the fault state and obstacle detection state of the limit switch sensor, the process of determining whether there is a limit switch sensor in an abnormal state based on the number of contacts whose initial states of the two limit switch sensors have changed and whether the contacts belong to the same limit switch sensor may specifically include:

[0064] If the number of contacts whose initial state changes is 1, then the limit switch sensor whose initial state changes is considered to be in an abnormal state.

[0065] If the number of contacts whose initial state changes is 2, and the two contacts whose initial state changes belong to the first limit switch sensor, then the second limit switch sensor is regarded as the limit switch sensor in an abnormal state.

[0066] Specifically, the number of contacts here is 1, which means that there is only one change in the limit switch sensor. That is, only one pair of normally open contacts or normally closed contacts of a single limit switch sensor changes, i.e., the normally open contact becomes normally closed, or the normally closed contact becomes normally open. This indicates that the limit switch sensor is in a faulty state.

[0067] When there are two contacts, it indicates two changes in the limit switch sensor. For the main control module, these two changes may belong to the same limit switch sensor or two separate limit switch sensors. When both changes belong to the same limit switch sensor, it means that the normally closed contact of that limit switch sensor has changed to a normally open state, and the change from a normally open contact to a normally closed state is consistent with the normal state of detecting an obstacle. In this case, the limit switch sensor is in a normal state. Conversely, if the other limit switch sensor does not change its contact state, it may not have been triggered by an obstacle or may be in an abnormal state, both of which can be considered as a fault state.

[0068] The corresponding fault severity level is determined as Level 1, and the handling recommendations based on Level 1 fault level indicate the procedures for inspection after the rail vehicle reaches the target location. For example, for a relatively minor Level 1 fault that will not affect the normal operation of the system, it is recommended that the vehicle continue to its destination normally before returning to the depot for inspection.

[0069] In another embodiment, the process of determining whether there is a limit switch sensor in an abnormal state based on the number of contacts whose initial states have changed and whether the contacts belong to the same limit switch sensor includes:

[0070] If the number of contacts whose initial state changes is 3, then the limit switch sensor whose initial state does not change is regarded as the limit switch sensor in an abnormal state.

[0071] If the number of contacts whose initial state changes is 2, and the first contact whose initial state changes belongs to the first limit switch sensor and the second contact belongs to the second limit switch sensor, then both the first limit switch sensor and the second limit switch sensor are considered to be limit switch sensors in an abnormal state.

[0072] Specifically, the number of contacts is 3, meaning that there are 3 changes in the two limit switch sensors. This indicates that one limit switch sensor is in the triggered state of detecting an obstacle, while the other is in a fault state.

[0073] When these two changes each pertain to a different limit switch sensor, it indicates that both limit switch sensors are faulty. For example, if limit switch sensor A's normally closed contact changes to a normally open state, and limit switch sensor B's normally open contact changes to a normally closed state, then both limit switch sensors are faulty.

[0074] The above two scenarios can be identified as relatively serious fault conditions, and the fault severity level is determined as the second fault level. Based on the second fault level, a suggestion is made to move the rail vehicle to the nearest station for inspection. Furthermore, when the number of contacts whose initial state has changed is three, a warning signal indicating the presence of an obstacle is sent.

[0075] For example, the corresponding handling recommendations for a second-level fault indicate that it may affect the normal operation of this system. It is recommended that the vehicle proceed to the next station and passengers be emptied, staff enter the driver's cab, and the vehicle proceed to its destination with staff present, before returning to the depot to inspect the fault.

[0076] In some embodiments, to further improve the reliability and security of system operation, the obstacle detection method further includes:

[0077] The process sequentially executes the following steps: the first step of power supply detection for each power board, the second step of mutual detection between the two main control sub-modules, the third step of sensor signal reception detection on the two main control sub-modules, and the fourth step of output sensor signal detection on the two main control sub-modules.

[0078] If the detection results of the first process, the second process, the third process, or the fourth process indicate that the detection has failed, the operation of the rail vehicle shall be terminated.

[0079] Specifically, considering practical application scenarios, if a single limit switch sensor on the left or right side fails, the left or right side will still have the emergency braking trigger function. Two power boards, Power Board A and Power Board B, can be installed in the main control box of the rail vehicle, providing redundancy. There are also two main control boards, Main Control Board A (corresponding to the first control submodule) and Main Control Board B (corresponding to the second control submodule), also providing redundancy. Each power board can power two main control boards, and each control board can control two obstacle detection modules. In this way, the failure of one power board in the main control box will not affect the operation of the entire system; the failure of one main control board will also not affect the operation of the entire system.

[0080] When performing a self-check, refer to Figure 3 As shown, the following tests can be performed sequentially: power supply to power boards A / B is normal; sensor board signal is normal (sensor signal acquisition module on the main control board); main control board A / B mutual test is alive; relay drive / feedback is normal; and output board EB relay is normal (i.e., sensor signal transmission module on the main control board).

[0081] The normal power supply of power boards A and B can be determined by checking whether the power supply pin signals are normal.

[0082] The A / B mutual check survival of the main control board is determined by whether the serial communication mutual check is normal.

[0083] The normality of the sensor board signal is determined by checking whether the signals of the two 24V power supply pins of the sensor board and the normally open and normally closed contact signals of the four under-vehicle sensors are normal (i.e., 6 signals).

[0084] The relay drive / feedback is normal by detecting the feedback signal after the relay is driven (including the EB relay on the output board), where EB (Emergency Brake) indicates the emergency braking system of the rail vehicle.

[0085] After the system is powered on, perform the above self-checks. Only after the self-checks pass can the vehicle be put into operation to ensure vehicle safety. If any single point of failure in the self-check fails, a serious fault will be reported, and the vehicle cannot be put into operation.

[0086] In practical implementation, indicator signals, such as indicator lights, can be used to indicate whether each self-test item has passed. A constantly lit indicator light indicates that the corresponding self-test has failed, and the system cannot function properly in this situation. It is recommended that the vehicle not be put into operation at this time. Check where the fault is in the system, eliminate the fault, and then power on the system to perform a self-test again. Only after the self-test passes should the vehicle be put into operation.

[0087] The above describes an obstacle detection method provided by an embodiment of this application. The following describes the apparatus for performing the above obstacle detection method.

[0088] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of an obstacle detection device provided in an embodiment of this application. Figure 4 As shown, the obstacle detection device includes:

[0089] The status monitoring module 401 is used to determine whether there is a limit switch sensor in an abnormal state based on the number of contacts whose initial state changes and whether the contacts belong to the same limit switch sensor. The initial state is the preset state held by the contacts of the limit switch sensor when no obstacle is detected.

[0090] The first detection module 402 is used to determine the severity level of a fault based on the number of contacts when at least one limit switch sensor is identified as being in an abnormal state, and to provide corresponding handling suggestions based on the severity level of the fault; and,

[0091] The second detection module 403 is used to send a prompt signal indicating that an obstacle or derailment has been detected when it is determined that there is no abnormal state in the limit switch sensor and there is a contact where the initial state has changed.

[0092] In one possible implementation, the state monitoring module 401 determines whether there is a limit switch sensor in an abnormal state based on the number of contacts whose initial states have changed and whether the contacts belong to the same limit switch sensor. This process includes:

[0093] If the number of contacts whose initial state changes is 1, then the limit switch sensor to which the contact belongs is regarded as the limit switch sensor in an abnormal state.

[0094] If the number of contacts whose initial state changes is 2, and both contacts belong to the first limit switch sensor, then the second limit switch sensor is considered to be the limit switch sensor in an abnormal state.

[0095] In one possible implementation, when the number of limit switch sensors in an abnormal state is 1, the first detection module 402 is further configured to determine the severity level of the fault as a first fault level, and based on the first fault level, suggest a handling procedure for the rail vehicle to be inspected after it reaches the target location.

[0096] In one possible implementation, the state monitoring module 401 determines whether there is a limit switch sensor in an abnormal state based on the number of contacts whose initial states have changed and whether the contacts belong to the same limit switch sensor. This process includes:

[0097] If the number of contacts whose initial state changes is 3, then the limit switch sensor whose initial state does not change is regarded as the limit switch sensor in an abnormal state.

[0098] If the number of contacts whose initial state changes is 2, and the first contact whose initial state changes belongs to the first limit switch sensor and the second contact belongs to the second limit switch sensor, then both the first limit switch sensor and the second limit switch sensor are considered to be limit switch sensors in an abnormal state.

[0099] In one possible implementation, when the number of limit switch sensors in the abnormal state is not less than one, the first detection module 402 is further configured to determine the severity level of the fault as a second fault level, and based on the second fault level, suggest that the rail vehicle should be moved to the nearest station for inspection, and when the number of contacts whose initial state has changed is three, send a warning signal indicating the presence of an obstacle.

[0100] In one possible implementation, it also includes: a system self-test module, which is used to sequentially execute the first process of power supply detection for each power board, the second process of mutual detection between the two main control sub-modules, the third process of sensor signal reception detection on the two main control sub-modules, and the fourth process of output sensor signal detection on the two main control sub-modules.

[0101] If the detection results of the first process, the second process, the third process, or the fourth process indicate that any one of them fails, the operation of the rail vehicle shall be terminated.

[0102] This application also provides an electronic device in its embodiments. (See reference...) Figure 5 The diagram illustrates a structural schematic suitable for implementing the electronic device in the embodiments of this application. The electronic device in the embodiments of this application may include, but is not limited to, devices such as MCU (Microcontroller Unit) and CPU (Central Processing Unit). Figure 5 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0103] like Figure 5 As shown, the electronic device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 501, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 502 or a program loaded from a storage device 508 into a random access memory (RAM) 503. When the electronic device is powered on, the RAM 503 also stores various programs and data required for the operation of the electronic device. The processing unit 501, ROM 502, and RAM 503 are interconnected via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0104] Typically, the following devices can be connected to I / O interface 505: input devices 506 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 507 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 508 including, for example, memory cards, hard drives, etc.; and communication devices 509. Communication device 509 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 5 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have alternatively.

[0105] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the obstacle detection methods provided in this application.

[0106] This application also provides a computer-readable storage medium carrying one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the obstacle detection methods provided in this application.

[0107] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0108] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0109] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0110] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. An obstacle detection system, characterized in that, include: The system includes a main control module and at least one obstacle detection module connected to the main control module. The obstacle detection module includes two limit switch sensors, which are located on the same side of the rail vehicle and are redundant to each other.

2. The obstacle detection system according to claim 1, characterized in that, The main control module includes two redundant main control sub-modules and two redundant power supply boards. Each power supply board supplies power to each main control sub-module, and each main control sub-module is connected to two limit switch sensors.

3. An obstacle detection method, applied in the obstacle detection system of claim 2, characterized in that, The method includes: Based on the number of contacts whose initial states change between the two limit switch sensors and whether the contacts belong to the same limit switch sensor, it is determined whether there is a limit switch sensor in an abnormal state. The initial state is the preset state held by the contacts of the limit switch sensor when no obstacle is detected. When the number of limit switch sensors in the abnormal state is not less than one, the severity level of the fault is determined based on the number of contacts. When it is determined that there is no limit switch sensor in the abnormal state and there is a contact whose initial state has changed, a prompt signal indicating that an obstacle or derailment has been detected is sent.

4. The obstacle detection method according to claim 3, characterized in that, The step of determining whether there is a limit switch sensor in an abnormal state based on the number of contacts whose initial states have changed and whether the contacts belong to the same limit switch sensor includes: If the number of contacts whose initial state changes is 1, then the limit switch sensor to which the contact belongs is taken as the limit switch sensor of the abnormal state. If the number of contacts whose initial state changes is 2, and both contacts belong to the first limit switch sensor, then the second limit switch sensor is used as the limit switch sensor for the abnormal state.

5. The obstacle detection method according to claim 4, characterized in that, Also includes: The severity level of the fault is determined as the first fault level, and based on the first fault level, a handling suggestion is given to conduct an inspection after the rail vehicle has reached the target location.

6. The obstacle detection method according to claim 3, characterized in that, The step of determining whether there is a limit switch sensor in an abnormal state based on the number of contacts whose initial states have changed and whether the contacts belong to the same limit switch sensor includes: If the number of contacts whose initial state changes is 3, then the limit switch sensor whose initial state does not change is taken as the limit switch sensor in the abnormal state. If the number of contacts whose initial state changes is 2, and the first contact whose initial state changes belongs to the first limit switch sensor and the second contact belongs to the second limit switch sensor, then both the first limit switch sensor and the second limit switch sensor are regarded as limit switch sensors in the abnormal state.

7. The obstacle detection method according to claim 6, characterized in that, Also includes: The severity level of the fault is determined as the second fault level, and a handling suggestion is given based on the second fault level, indicating that the rail vehicle should be moved to the nearest station for inspection. When the number of contacts where the initial state has changed is 3, a warning signal indicating the presence of an obstacle is sent.

8. The obstacle detection method according to any one of claims 3 to 7, characterized in that, Also includes: The process sequentially executes the following steps: a first step of power supply detection for each power board, a second step of mutual detection between the two main control submodules, a third step of sensor signal reception detection on the two main control submodules, and a fourth step of output sensor signal detection on the two main control submodules. If the detection results of the first process, the second process, the third process, or the fourth process indicate that any one of them has failed, then the operation of the rail vehicle shall be terminated.

9. An obstacle detection device, characterized in that, include: The status monitoring module is used to determine whether there is a limit switch sensor in an abnormal state based on the number of contacts whose initial states have changed and whether the contacts belong to the same limit switch sensor. The initial state is the preset state held by the contacts of the limit switch sensor when no obstacle is detected. The first detection module is used to determine the severity level of the fault based on the number of contacts when the number of limit switch sensors in the abnormal state is not less than one. as well as, The second detection module is used to send a prompt signal indicating that an obstacle or derailment has been detected when it is determined that there is no limit switch sensor in the abnormal state and there is a contact whose initial state has changed.

10. An electronic device, characterized in that, It includes at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program to enable the electronic device to implement the obstacle detection method as described in any one of claims 3 to 8.

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