Carriage contour recognition positioning method, device and system based on infrared grating light curtain

Abstract

The present application relates to a kind of based on infrared grating light curtain's carriage profile identification positioning method, equipment and system, relate to carriage identification positioning technical field, this method is through infrared grating light curtain real-time collection each grating point's on-off state, and constructs continuous break state signal sequence, preliminary identification carriage profile is carried out through profile edge identification rule, and is carried out secondary fine division through carriage gap judgment rule, obtains the carriage of accurate division;The carriage after division is numbered and calculated, to obtain the carriage positioning parameter and driving parameter in loading area, realize stable accurate identification carriage profile and positioning.

Description

Technical Field

[0001] This invention relates to the field of vehicle carriage recognition and positioning technology, specifically to a method, device, and system for vehicle carriage contour recognition and positioning based on an infrared grating light curtain. Background Technology

[0002] In the railway loading of bulk commodities such as coal and ore, achieving high-precision and high-stability dynamic positioning of railway freight cars within the loading section is the core foundation for ensuring accurate chute alignment, automated coal leveling, and unmanned loading operations. The positioning accuracy and the accuracy of contour recognition directly determine the loading quality and production efficiency.

[0003] Currently, positioning solutions for railway freight car loading scenarios generally include three types: First, a fusion positioning solution combining lidar and track encoders. Lidar is susceptible to interference from high dust and moisture levels at the loading site, resulting in point cloud loss and distorted contour recognition, making it unable to reliably and accurately identify the car's contour. Track encoders rely on the number of winch rotations to indirectly calculate position, lacking contour recognition capabilities and suffering from unavoidable cumulative errors. In reversing conditions, these errors cannot be corrected, leading to complete positioning inaccuracies. Second, an RFID car number recognition-assisted positioning solution. This solution, by installing RFID readers at specific points, can only achieve fixed-point car number recognition and rough positioning determination. It lacks continuous car contour recognition capabilities, making dynamic tracking and high-precision positioning during train operation impossible. Positioning accuracy is only at the meter level, far from meeting the centimeter-level precision requirements of intelligent loading systems. Third, traditional infrared grating curtains are only used for simple fixed-point detection and object counting, lacking a contour recognition mechanism designed for railway freight cars, thus failing to form a complete positioning solution.

[0004] Therefore, how to stably and accurately identify the outline of the carriage and accurately locate it has become a technical problem that urgently needs to be solved in the existing technology. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a method, device and system for recognizing and locating the contour of a carriage based on an infrared grating light curtain, so as to overcome the problems of unstable contour recognition, poor accuracy and inaccurate positioning.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] On one hand, a method for recognizing and locating the outline of a train carriage based on an infrared grating light curtain is applied to a train carriage outline recognition and positioning system based on an infrared grating light curtain. The system includes: multiple pairs of infrared grating photoelectric sensors symmetrically deployed on both sides of the track in the loading section; the method includes: The on / off state of each grating point is obtained, and a continuous off-state signal sequence is constructed based on the obtained multiple on / off states; According to the contour edge recognition rules, the front edge and rear edge of the carriage are identified in the continuous discontinuous signal sequence, and the occlusion area is defined by the adjacent front edge and rear edge of the carriage. According to the rules for judging the gap between carriages, the effective gap between carriages is identified between the rear edge and the front edge of carriages in adjacent obstructed areas. The effective gap between carriages is used as the dividing feature to divide the adjacent obstructed areas into independent carriages. Based on the order of entry into the loading section and the address number of the location, the number of each car in the loading section is encoded. Based on the point address number of the front edge of each carriage, the point address number of the rear edge of each carriage, the point-distance mapping coefficient, and the loading origin, the carriage positioning parameters within the loading section are calculated; wherein, the carriage positioning parameters include: the distance from the front edge to the origin, the distance from the rear edge to the origin, the center position of the carriage, the carriage number code, and the actual coverage length of the carriage. The actual coverage length of the carriage is verified for compliance based on the carriage threshold. The smoothed instantaneous speed of the carriage is calculated by filtering the changes in the grating points at different times corresponding to the edge of the same carriage. The speed parameters with directional markings are determined according to the direction of travel. The positioning parameters and travel parameters of each carriage are output.

[0008] Optionally, identifying the front edge and rear edge of the carriage in the continuous discontinuous signal sequence includes: When a first number of consecutive adjacent grating points change from on state to off state, and the time of maintaining the off state is greater than or equal to a first time threshold, the first grating point among the first number of connected grating points is taken as the front edge of the carriage. When a second consecutive number of adjacent grating points change from an off state to an on state, and the on state is maintained for a time greater than or equal to a second time threshold, the last grating point among the second number of adjacent grating points is taken as the rear edge of the carriage.

[0009] Optionally, the rules for determining the gap between carriages include: When there are consecutive on-state signals greater than or equal to the third number and less than or equal to the fourth number, the position corresponding to the grating point of the consecutive on-state signal is determined as the effective car gap.

[0010] Optionally, the step of encoding the number of each car in the loading section based on the order of entry into the loading section and the location address number includes: The first car to enter the loading section is defined as the first car, and each car after the division is sequentially coded. The signal sequence triggering trend of the grating points is obtained. When it is determined that the point address number of the grating points is increasing under the sequence triggering trend, the current working condition of the vehicle is determined to be normal driving. When it is determined that the address number of the grating point is decreasing under the triggering trend of the sequence, the current working condition of the vehicle is determined to be reversing, and the number of coded carriages is corrected in reverse. If the current vehicle is in a forward-reverse configuration, the highest number of carriages is the first carriage to leave the loading area, and the number of coded carriages is adjusted sequentially by decreasing the number of carriages in the reverse direction.

[0011] Optional, also includes: When a fault with no signal is detected at a continuous grating point, the data of the missing point is supplemented by the linear interpolation result of the adjacent normal points.

[0012] Optional, also includes: Determine whether the instantaneous speed of the carriage is within the speed range; if the instantaneous speed of the carriage exceeds the speed range, issue an abnormal warning; or, If the distance change of the vehicle is 0 within a preset time period, the vehicle is determined to be in a zero-speed parking state, and a parking signal is sent.

[0013] On another front, a vehicle carriage contour recognition and positioning device based on an infrared grating light curtain includes a processor and a memory, wherein the processor is connected to the memory. The processor is used to call and execute the program stored in the memory; The memory is used to store the program, which is at least used to execute the carriage contour recognition and positioning method based on infrared grating light curtain as described above.

[0014] On another front, a vehicle carriage contour recognition and positioning system based on an infrared grating light curtain includes: An infrared grating light curtain detection unit is used to detect the occlusion status of the carriage in real time. The infrared grating light curtain detection unit includes multiple pairs of infrared grating beam sensors symmetrically deployed on both sides of the track in the loading section. The infrared grating beam sensors are evenly arranged along the track at fixed equal intervals, and each pair of infrared grating beam sensors corresponds to one grating point. The signal acquisition component is used to acquire the detection information of each pair of infrared grating photoelectric sensors, and assigns a unique continuous point address number to all grating points through the Modbus protocol. The point address number forms a linear mapping relationship with the actual distance relative to the loading origin. and, a computing component, the computing component being used to perform any of the methods described above.

[0015] The technical solution adopted in this invention embodiment has at least the following beneficial effects: the on / off state of each grating point is collected in real time by infrared grating light curtain, and a continuous off-state signal sequence is constructed; the outline of the carriage is initially identified by the outline edge recognition rule, and a secondary fine division is performed by the carriage gap judgment rule to obtain the accurately divided carriage; the divided carriages are numbered and calculated to obtain the carriage positioning parameters and driving parameters in the loading area, thereby achieving stable and accurate identification and positioning of the carriage outline. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A schematic diagram of a carriage contour recognition and positioning system based on an infrared grating light curtain provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the deployment of a light curtain in the loading section provided by an embodiment of the present invention; Figure 3 A flowchart illustrating a method for recognizing and locating the outline of a carriage based on an infrared grating light curtain, provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of a vehicle outline recognition and positioning device based on an infrared grating light curtain, provided as an embodiment of the present invention. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0019] As described in the background section, the three existing positioning schemes for railway freight car loading scenarios have different drawbacks. They cannot simultaneously solve core technical problems such as "stable optical contour recognition in high dust environments and centimeter-level high-precision dynamic positioning," which seriously restricts the process of upgrading the entire process of loading bulk materials such as coal and ports to automation and unmanned operation.

[0020] Therefore, how to stably and accurately identify the outline of the carriage and accurately locate it has become a technical problem that urgently needs to be solved in the existing technology.

[0021] Based on this, embodiments of the present invention provide a method, device and system for recognizing and locating the outline of a carriage based on an infrared grating light curtain, so as to achieve stable and accurate recognition of the carriage and complete and accurate positioning.

[0022] Example 1 Figure 1 This is a schematic diagram of a vehicle outline recognition and positioning system based on an infrared grating light curtain, provided in an embodiment of the present invention. Figure 2 This is a schematic diagram of the deployment of a light curtain in the loading section, provided as an embodiment of the present invention.

[0023] In a specific process of recognizing the outline of a train carriage, a carriage outline recognition and positioning system based on an infrared grating light curtain can be deployed first. (See [reference needed]). Figures 1-2 The carriage contour recognition and positioning system based on infrared grating light curtain provided in this embodiment may include: An infrared grating light curtain detection unit 1 is used to detect the occlusion status of the carriage in real time. The infrared grating light curtain detection unit includes multiple pairs of infrared grating beam sensors symmetrically deployed on both sides of the track in the loading section. Each pair of infrared grating beam sensors includes a transmitter 11 and a receiver 12. The infrared grating beam sensors are evenly arranged along the track at fixed equal intervals, with each pair of sensors corresponding to one grating point. In this embodiment, the initial point in the vehicle's forward direction can be defined as the origin O.

[0024] Signal acquisition component 2 is used to acquire the detection information of each pair of infrared grating photoelectric sensors, and assign a unique continuous point address number to all grating points through the Modbus protocol. The point address number forms a linear mapping relationship with the actual distance relative to the loading origin. And, calculation component 3, the calculation component is used to execute any of the carriage contour recognition and positioning methods based on infrared grating light curtain provided in this application.

[0025] Specifically, in this embodiment, the length of the loading section can be defined as 30 meters. Infrared grating through-beam sensors are symmetrically deployed on both sides of the track within the 30-meter loading section, evenly distributed along the track direction at 4cm intervals, for a total of 750 points, completely covering the entire 30-meter loading section. All grating points are assigned unique, consecutive address numbers (1~750) via the Modbus RTU / TCP protocol, establishing a linear mapping relationship between the point address numbers and the actual distance relative to the loading origin. The loading origin is set as the starting point for train entry into the 30-meter loading section. The mapping formula is: L=N 0.04 Where L is the actual distance of the point relative to the loading origin, in meters; N is the point address number of the grating point.

[0026] The 4cm spacing is a custom design specifically for the loading scenario in this embodiment: it meets the positioning accuracy requirement of ±4cm for the double-fork chute, avoids the surge in hardware costs and excessive data processing pressure caused by too small a spacing, and adapts to the outline edge and gap recognition requirements of a 13-meter standard carriage. It is an optimal design that balances accuracy, cost and practicality.

[0027] The signal acquisition component collects the on / off status of each grating point in real time at a frequency of ≥50Hz: the transmitter and receiver of the infrared grating through-beam sensor are deployed on both sides of the track. When there is no carriage obstruction, the receiver can stably receive the infrared signal, and the grating point is in the on state (digital signal marked as 0, corresponding to the Modbus coil address OFF state); when the carriage travels to the loading section, the carriage body blocks the infrared light path, the receiver has no effective signal, and the grating point changes from the on state to the off state (digital signal marked as 1, corresponding to the Modbus coil address ON state). After the signal acquisition component converts the grating on / off analog signal into a digital signal, it transmits it to the positioning calculation unit in real time to ensure the real-time performance and integrity of the signal acquisition.

[0028] Based on the above-mentioned carriage contour recognition and positioning system based on infrared grating light curtain, the present invention provides a method embodiment.

[0029] Figure 3 This is a flowchart illustrating a method for recognizing and locating the contour of a carriage based on an infrared grating light curtain, as provided in an embodiment of the present invention. (See attached diagram.) Figure 1 The embodiments of the present invention may include the following steps: Step S101: Obtain the on / off state of each grating point, and construct a continuous off-state signal sequence based on the obtained multiple on / off states; In this embodiment, the on / off state (0 or 1) of each grating point is acquired in real time and arranged in sequence to form a continuous off-state signal sequence.

[0030] Step S102: According to the contour edge recognition rules, identify the front edge and rear edge of the carriage in the continuous discontinuous signal sequence, and define the occlusion area with the adjacent front edge and rear edge of the carriage. Understandably, by using contour edge recognition rules, the front and rear edges of each occluded carriage can be identified in a continuous discontinuous signal sequence; where the occluded area may be a single carriage or multiple carriages with gaps between them.

[0031] Step S103: According to the carriage gap judgment rule, identify the effective carriage gap between the rear edge and the front edge of the carriage in the adjacent obstruction area, and divide the adjacent obstruction area into independent carriages using the effective carriage gap as the dividing feature. Understandably, by using the rules for judging the gap between carriages, the obstructed area can be verified and divided to determine whether it is a single carriage or a depression on the surface of the carriage. When it is a single carriage, it is determined to be an independent carriage. When it is a depression on the surface of the carriage, no carriage division is performed, and the carriage that was considered to be two carriages in the previous step is considered to be an independent carriage.

[0032] Step S104: Based on the order of entry into the loading section and the address number of the location, encode the number of each car in the loading section; After dividing the carriages, each carriage entering the loading section is coded, so that the system can perform differentiated control on each carriage according to the carriage code.

[0033] Step S105: Calculate the car positioning parameters within the loading section based on the point address number of the front edge of each car, the point address number of the rear edge of each car, the point-distance mapping coefficient, and the loading origin; wherein, the car positioning parameters include: the distance from the front edge to the origin, the distance from the rear edge to the origin, the center position value of the car, the car section number code, and the actual coverage length of the car; In this embodiment, a multi-dimensional position calculation logic is designed for each 13-meter standard carriage whose outline boundary has been defined, so as to obtain position parameters.

[0034] For example, determining parameter information: the location address N of the front edge of a single carriage. front The address number N of the rear edge rear Point-distance mapping coefficient k = 0.04m / point; Loading origin distance L0 = 0m; The distance L from the origin to the front edge front =N front k; The distance L from the origin to the back edge rear =N rear k; L, the center position value of the carriage center =(L front +L rear ) / 2; Actual coverage length L of the carriage car =L rear -L front .

[0035] Step S106: Verify the length compliance of the actual coverage length of the carriage based on the carriage threshold. For example, the threshold for the carriage can be set to 13m ± 0.2m, and the condition 12.8m ≤ L can be verified. carIf the distance is ≤13.2m, the position status is marked as "normal"; otherwise, it is marked as "abnormal", triggering an on-site audible and visual alarm and simultaneously sending a warning signal to the loading control system.

[0036] Step S107: Filter the changes in grating points at different times corresponding to the edge of the same carriage, calculate the smoothed instantaneous travel speed of the carriage, and determine the speed parameters with direction indicators according to the travel direction; output the carriage positioning parameters and travel parameters of each carriage.

[0037] Understandably, in this implementation, based on the time series changes of the grating points, combined with the filtering algorithm, accurate speed calculation and direction determination are achieved, providing parameter support for the chute action of the loading system and the adjustment of train traction speed.

[0038] Taking a certain carriage as an example: sampling point 1 (N1, t1) and sampling point 2 (N2, t2) at the positioning point on the front edge of the carriage, where N is the point address number of the grating point, t is the millisecond-level acquisition time, and the point-distance mapping coefficient k = 0.04m / point.

[0039] Sampling interval: Δt = (t2 - t1) / 1000, in seconds; Change in distance: ΔL = (N2 - N1) k, where △L>0 represents the forward driving direction and △L<0 represents the reverse driving direction; Instantaneous velocity: V inst =△L / △t; Moving average filtering: Maintaining a speed buffer array V of length 5 buf =[V1,V2,V3,V4,V5], each time a new V is calculated inst Then, remove the first element of the array and set V. inst Adding to the end of the array, the final output is the driving speed: V out =(V1+V2+V3+V4+V5) / 5 The filtering algorithm in this application can effectively eliminate instantaneous speed fluctuations caused by on-site vibrations and train start-stop, ensuring speed calculation accuracy ≤ ±0.05m / s.

[0040] When outputting the positioning and driving parameters of each carriage, a standardized output format can be adopted to meet different needs. For example, a standardized output format adapted to industrial sites can be designed to achieve synchronous transmission of parameters of all carriages under test within a 30-meter range. Specific requirements are as follows: Output content: total number of cars within the interval, code of each car, distance of the front edge from the origin, distance of the rear edge from the origin, center position of the car, driving speed, driving direction, position status indicator, and millisecond-level data update time; Output format: JSON format: adaptable to the data interaction needs of host computer management systems and cloud platforms, with a standardized and easy-to-parse format; Modbus TCP protocol: Adapts to real-time data interaction of PLC control systems in industrial fields, maps each parameter to a specified holding register, and marks the register value corresponding to abnormal parameters as "FFFF", which is convenient for the control system to identify and interlock. Real-time requirements: Data update and output frequency ≥ 20Hz, single-cycle data processing delay ≤ 5ms, to ensure that the loading system can respond to changes in the position of the car body in real time and achieve precise alignment of the chute.

[0041] It is understood that by adopting the technical solution provided in this embodiment, the on / off state of each grating point is collected in real time through an infrared grating light curtain, and a continuous off-state signal sequence is constructed. The outline of the carriage is initially identified through the contour edge recognition rule, and a secondary fine division is performed through the carriage gap judgment rule to obtain the accurately divided carriage. The divided carriages are numbered and calculated to obtain the carriage positioning parameters and driving parameters in the loading area, thereby achieving stable and accurate identification and positioning of the carriage outline.

[0042] Example 2 Based on the above embodiments, the present invention also provides another embodiment to illustrate the contour edge recognition rules.

[0043] The step of identifying the front and rear edges of the carriage in the continuous discontinuous signal sequence according to the contour edge recognition rules, and defining the occlusion area by the adjacent front and rear edges of the carriage, includes: When a first number of consecutive adjacent grating points change from on state to off state, and the time of maintaining the off state is greater than or equal to a first time threshold, the first grating point among the first number of connected grating points is taken as the front edge of the carriage. When a second consecutive number of adjacent grating points change from an off state to an on state, and the on state is maintained for a time greater than or equal to a second time threshold, the last grating point among the second number of adjacent grating points is taken as the rear edge of the carriage.

[0044] For example, the first quantity can be 3, the second quantity can be 3, the first time threshold and the second time threshold can be 50ms. Of course, other values ​​can also be set, the first quantity and the second quantity can be different, and the first time threshold and the second time threshold can also be different.

[0045] In any obstructed area, when ≥3 consecutive adjacent grating points change from the on state (0) to the off state (1) and remain in the off state for ≥50ms, it is determined that the front edge of the carriage has arrived. The first point of the continuous off state signal sequence is taken as the front edge positioning point, i.e., the front edge of the carriage. This rule can effectively filter out single-point false triggers caused by on-site vibration and dust obstruction, and greatly improve the edge recognition accuracy. When ≥3 consecutive adjacent grating points change from the off state (1) to the on state (0) and remain on state for ≥50ms, it is determined that the rear edge of the carriage has arrived. The last point of the continuous off state signal sequence is taken as the rear edge positioning point, i.e., the rear edge of the carriage.

[0046] Once the front edge and rear edge of a carriage are determined, the area between them is defined as an occlusion region.

[0047] It is understood that by adopting the technical solution provided in this embodiment, single-point false triggering caused by on-site vibration and dust obstruction can be effectively filtered out, and the edge recognition accuracy can be greatly improved.

[0048] Example 3 Based on the above embodiment 1, the present invention also provides another embodiment to illustrate the rules for judging the gap between carriages.

[0049] The rule for determining the gap between carriages includes: when there are consecutive signals greater than or equal to the third number and less than or equal to the fourth number of on-state signals, the position corresponding to the grating point of the consecutive on-state signals is determined as the effective gap between carriages.

[0050] For example, the third quantity can be 5, and the fourth quantity can be 10.

[0051] By identifying the continuous on-state signal segment between two adjacent independent continuous discontinuity signal sequences, the physical gap between two carriages is determined, and the outline boundary of each carriage is independently divided using the effective gap as the dividing feature.

[0052] Effective gap identification rule: When a continuous on-state signal segment appears between two adjacent independent continuous discontinuous signal sequences, and the number of grating points corresponding to the on-state signal segment is ≥5 and the actual physical distance is ≥20cm, while the number of points is ≤10 and the actual physical distance is ≤40cm, it is determined to be an effective gap between the two carriages, which serves as the core basis for dividing the number of carriages. This threshold is adapted to the industry standard for railway freight car coupler gaps, which can effectively distinguish between carriage gaps and false on-state signals caused by surface depressions of the car body, while avoiding large gaps in the interval from being misjudged as carriage gaps.

[0053] In this embodiment, after the initial division of the carriages, the gaps between the carriages are used to determine whether there are any dents on the surface of the carriage.

[0054] Understandably, by using the rules for judging the gap between carriages, the obstructed area can be verified and divided to determine whether it is a single carriage or a depression on the surface of the carriage. When it is a single carriage, it is determined to be an independent carriage. When it is a depression on the surface of the carriage, no carriage division is performed, and the carriages that were considered to be two carriages in the previous step are merged into an independent carriage.

[0055] Example 4 Based on the above embodiment 1, the present invention also provides another embodiment to illustrate the coding of carriage sections.

[0056] The process of encoding the number of each car in the loading section based on the order of entry into the loading section and the location address number includes: The first car to enter the loading section is defined as the first car, and each car after the division is sequentially coded. The signal sequence triggering trend of the grating points is obtained. When it is determined that the point address number of the grating points is increasing under the sequence triggering trend, the current working condition of the vehicle is determined to be normal driving. When it is determined that the address number of the grating point is decreasing under the triggering trend of the sequence, the current working condition of the vehicle is determined to be reversing, and the number of coded carriages is corrected in reverse. If the current vehicle is in a forward-reverse configuration, the highest number of carriages is the first carriage to leave the loading area, and the number of coded carriages is adjusted sequentially by decreasing the number of carriages in the reverse direction.

[0057] For example, based on the physical characteristic that a 30-meter section can accommodate ≤2 13-meter carriages, and combined with the direction of travel, parallel identification and carriage number encoding of multiple carriages can be achieved, specifically as follows: Initial baseline setting: The first car to enter the 30-meter loading section is defined as the first car, which serves as the baseline for car number coding; after the car enters the loading section, the sensor is blocked, triggering the signal of the grating point. The signal of the grating point corresponding to the sensor is acquired in real time, and it is determined whether the point address number of the grating point is increasing or decreasing under the sequential triggering trend.

[0058] Train operation condition identification: If the point address number of the grating point is detected to increase over time, it is determined to be a train operation. According to the order in which the carriages enter the loading area, each carriage after the boundary division is sequentially encoded (carriage 1, carriage 2). Reversing condition recognition: If the address number of the grating point is detected to decrease over time, it is determined to be reversing, and the direction determination response time is ≤10ms; if the train is in the reversing condition after being forward, the number of the coded carriages is corrected in reverse (2 carriages, 1 carriage), and the current number of carriages is updated in real time; if the train is in the initial reversing entry condition, the first carriage to enter the loading section is taken as carriage 1, and the coding is incremented sequentially according to the reversing entry order, which solves the industry problem of inaccurate carriage number recognition under reversing conditions; Parallel recognition of multiple sections: It can also simultaneously analyze multiple independent continuous discontinuous signal sequences within a 30-meter interval. Each sequence corresponds to the outline occlusion area of ​​a 13-meter carriage. A unique section number code is assigned to each sequence, enabling simultaneous recognition and independent positioning of ≤2 carriages. The encoding and calculation of each sequence do not interfere with each other.

[0059] It is understandable that by adopting the technical solution provided in this embodiment, the coding of the carriages in the loading section can be adjusted by identifying the forward and reverse driving conditions, which facilitates the subsequent processes.

[0060] Example 5 Based on the above embodiment 1, the present invention also provides another embodiment for single-point fault tolerance compensation.

[0061] When a fault with no signal is detected at a continuous grating point, the data of the missing point is supplemented by the linear interpolation result of the adjacent normal points.

[0062] For example, when ≤2 consecutive grating points are detected to be faulty and without signal, the missing point data is supplemented by linear interpolation results of adjacent normal points. After compensation, the positioning error fluctuation is ≤±1cm, ensuring that the system can still operate stably when individual gratings are damaged, and greatly improving the adaptability of the field.

[0063] It is understandable that by adopting the technical solution provided in this implementation, single-point fault compensation can be performed, thereby improving system stability.

[0064] Example 6 Based on the above embodiment 1, the present invention also provides another embodiment for security verification of speed.

[0065] Determine whether the instantaneous speed of the carriage is within the speed range; if the instantaneous speed of the carriage exceeds the speed range, issue an abnormal warning; or, If the distance change of the vehicle is 0 within a preset time period, the vehicle is determined to be in a zero-speed parking state, and a parking signal is sent.

[0066] For example, if -0.5m / s ≤ V outIf the speed is ≤0.5m / s, the speed status is marked as "normal"; otherwise, it is marked as "overspeed," triggering a hardware alarm and simultaneously sending an emergency stop interlock signal to the loading control system to ensure on-site operational safety.

[0067] If the system is determined to be in a zero-speed parking state within 10 consecutive sampling periods, the speed output will be 0, and a parking signal will be sent to remind relevant personnel to check.

[0068] Example 7 Based on a general inventive concept, embodiments of the present invention also provide a vehicle outline recognition and positioning device based on an infrared grating light curtain.

[0069] In this embodiment, Figure 4 This is a schematic diagram of a vehicle contour recognition and positioning device based on an infrared grating light curtain, provided as an embodiment of the present invention. Figure 4 As shown, the carriage contour recognition and positioning device based on infrared grating light curtain in this embodiment includes a processor 41 and a memory 42, with the processor connected to the memory. The processor is used to call and execute a program stored in the memory; the memory is used to store the program, which is at least used to execute the carriage contour recognition and positioning method based on infrared grating light curtain in the above embodiments.

[0070] The specific implementation scheme of the carriage contour recognition and positioning device based on infrared grating light curtain provided in this application embodiment can refer to the implementation scheme of the carriage contour recognition and positioning method based on infrared grating light curtain in any of the above embodiments, and will not be repeated here.

[0071] Example 8 The present invention also provides another specific embodiment for implementing the above positioning method.

[0072] The system includes a grating light curtain detection unit, a signal acquisition component, and a computing component. The computing component comprises a contour recognition and working condition determination unit, a positioning calculation unit, and a data output unit. All units are bidirectionally connected via RS485 / industrial Ethernet and operate on 24V DC industrial power, adaptable to the electromagnetic environment and power supply requirements of coal loading sites. The grating light curtain detection unit consists of 750 industrial-grade infrared grating through-beam sensors, symmetrically deployed at 4cm intervals along both sides of the 30-meter loading section track. The transmitter and receiver are coaxially aligned, with the optical path perpendicular to the track direction. The sensors employ an industrial-grade design that is dustproof, vibration-resistant, and resistant to strong light interference, with a protection rating ≥ IP65. The operating voltage is 24V DC, the through-beam response time is ≤2ms, the transmitter power is 50mW, and the receiver sensitivity is ≤10μW. It can operate stably under complex conditions at coal loading sites, including dust concentrations ≤200mg / m³, ambient temperatures -30℃ to 70℃, and vibration frequencies ≤5Hz. It is used for real-time detection of the obstruction status of the coal car body and outputs on / off analog signals.

[0073] Signal acquisition component: Electrically connected to the grating light curtain detection unit, it incorporates a Modbus protocol parsing module and a 16-bit precision A / D conversion module. The A / D conversion module converts the on / off analog signals output by the grating into standard digital signals (on state 0, off state 1); the Modbus protocol parsing module assigns a unique continuous address number (1~750) to each grating point, and encapsulates the digital signal according to the Modbus protocol before transmitting it to the positioning calculation unit in real time; it also supports online calibration of grating point parameters and real-time fault status identification, enabling rapid location of faulty grating points for easy on-site maintenance.

[0074] Contour recognition and working condition determination unit: It has built-in edge recognition model, gap division model and direction determination model to complete the recognition of the contour edge of the carriage, the division of the carriage gap and boundary, and at the same time, it monitors the trigger number change trend of the grating point position discontinuity signal sequence in real time to determine the forward / reverse driving condition of the carriage. The direction determination response time is ≤10ms. The recognition result and the working condition determination result are synchronously transmitted to the positioning calculation unit in the form of digital instructions to provide a direction reference for section number encoding and speed calculation.

[0075] Positioning Calculation Unit: This is the core processing unit of the system, employing a domestically produced industrial-grade edge computing controller. It incorporates a multi-carriage section encoding model, a precise position calculation model, and a real-time speed calculation model, while also storing a point-distance mapping database. This unit receives digital signals from the signal acquisition component and the processing results from the contour recognition and working condition determination unit. It completes section encoding, precise position calculation, and speed calculation for ≤2 carriages (13 meters each). The single-cycle calculation response time is ≤5ms, the positioning error is ≤±4cm, and the speed calculation accuracy is ≤±0.05m / s. An optional built-in point fault tolerance compensation module can identify single-point or up to two consecutive grating faults and perform data compensation through linear interpolation of adjacent points, ensuring that single-point faults do not affect the system's positioning accuracy.

[0076] Data Output Unit: Connects bidirectionally to the positioning calculation unit, featuring a built-in Modbus TCP protocol module and JSON data parsing module. It outputs multi-dimensional positioning parameters in real-time according to a standardized format, with an output frequency ≥20Hz. Supporting both RS485 and industrial Ethernet communication, it seamlessly integrates with the loading system's PLC control system, dual-way chute control system, and automatic coal leveling system, providing optical positioning references for the entire intelligent loading process. It also features a 7-inch industrial-grade touchscreen for local visualization of positioning parameters, abnormal audible and visual alarms, and online parameter configuration. A built-in local data caching module can cache positioning data for ≥7 days during network interruptions, automatically retransmitting it after network recovery to ensure no data loss.

[0077] In the specific implementation process, the implementation process of this invention can be described in detail by taking the 30-meter unbuffered double-fork chute loading section of a coal preparation plant and the positioning of two 13-meter C70 type railway freight cars as an example: 1. On-site deployment and system configuration 750 sets of infrared grating through-beam sensors are symmetrically installed on both sides of the 30-meter loading section of the Datun Coal Preparation Plant. They are arranged at equal intervals of 4cm along the track. The loading origin is set as the starting point for train entry on the south side of the track. A linear mapping relationship L=N is established by assigning consecutive address numbers 1~750 to the grating points using the Modbus RTU protocol. 0.04, for example, point 50 corresponds to a distance of 2m from the origin, and point 725 corresponds to a distance of 29m from the origin.

[0078] The system units are connected via industrial Ethernet. The signal acquisition frequency is set to 50Hz, the data output frequency is set to 20Hz, the speed filter array length is set to 5, the effective gap identification threshold is set to ≥5 points (≥20cm) and ≤10 points (≤40cm), and the 13-meter carriage length verification range is set to 12.8m~13.2m.

[0079] 2. Implementation process of positioning under forward operating conditions Signal acquisition and contour edge recognition: As the train enters the loading section, the signal acquisition module collects the status of the grating points in real time. If 15 consecutive points change from on to off state and remain on for 60ms, it is determined that the front edge of the first car has arrived, and the front edge positioning point is number 50. As the train continues to travel, if 15 consecutive points change from off state to on state and remain on for 60ms, it is determined that the rear edge of the first car has arrived, and the rear edge positioning point is number 375. Gap recognition and contour boundary division: After detecting the rear edge of the first carriage, 14 consecutive points of through signal segment appear (corresponding to 0.56m, exceeding the upper limit of the effective gap), eliminating false gaps; subsequently, 7 consecutive points of through signal segment are detected (corresponding to 0.28m, meeting the effective gap threshold), which are determined to be the effective gap between the two carriages, completing the contour boundary division of the two carriages; Section number encoding and parallel recognition: Subsequently, a continuous discontinuous signal sequence of the second carriage was detected. The front edge positioning point was numbered 400 and the rear edge positioning point was numbered 725. According to the train sequence, it was encoded as the second carriage. The recognition and calculation of the two carriages do not interfere with each other. Precise location calculation: Carriage 1: L front =50 0.04 = 2m, L rear =375 0.04 = 15m, L center=(2+15) / 2=8.5m,L car =13m, which meets the requirements of a 13-meter standard carriage, and the position status is marked as "normal"; Carriage 2: L front =400 0.04 = 16m, L rear =725 0.04 = 29m, L center =(16+29) / 2=22.5m,L car =13m, the location status is marked as "normal"; Real-time speed calculation and zero-speed determination: Sampling data: Front edge of the first carriage, t1=1000ms, point number 50; t2=1050ms, point number 55; Calculation process: △t=0.05s, △L==(55-50) 0.04 = 0.2m, instantaneous velocity V inst =4m / s, after 5 moving average filters, the final output speed V out =0.28 / s, △L>0 indicates the vehicle is heading in the correct direction, the speed is within a safe range, and the status is marked as "normal"; After the train stops, if the number (distance) of the front edge point does not change within 10 consecutive sampling periods, the system determines that it is in a zero-speed stopping state and the speed output is 0. Real-time output of multiple parameters: The system synchronously outputs all-dimensional parameters of the two carriages. The center position of the first carriage (8.5m) is mapped to register 40001, the center position of the second carriage (22.5m) is mapped to register 40002, and the travel speed (0.28m / s) is mapped to register 40010 via Modbus TCP protocol. These parameters are synchronously transmitted to the loading PLC control system to provide a position reference for the double-fork chute operation.

[0080] 3. Implementation process of reversing positioning Reversing after forward travel: When the train transitions from forward to reverse travel, the contour recognition and condition determination unit detects a decreasing trend in the sequence number of the discontinuity signal over time. Within 10ms, it is determined to be a reversing condition. The number of carriages is then corrected in reverse: the original second carriage is corrected to the current first carriage, and the original first carriage is corrected to the current second carriage. Simultaneously, the position, speed, and distance change of each carriage are recalculated. It determines the direction of reversing and outputs the corrected number of segments, position, and speed parameters in real time. Initial reversing entry condition: The train initially reverses into the section from the loading origin. The system takes the first carriage entering the section as the first carriage and completes the coding of the second carriage according to the reversing entry sequence. The contour recognition and positioning are accurate throughout the process.

[0081] 4. Single-point fault tolerance testing The system simulated a fault at two adjacent grating points, numbered 100 and 101. The fault tolerance and compensation module automatically identified the fault points and used the linear interpolation results of points numbered 99 and 102 to supplement the missing data. After compensation, the positioning error fluctuation was ≤1cm, and the system still operated stably without alarms or positioning inaccuracies.

[0082] 5. On-site test results This embodiment was continuously operated for 30 days at a coal preparation plant, completing the positioning operation of 1200 car carriages. The test results are as follows: the accuracy rate of car carriage outline edge recognition is 100%, the accuracy rate of carriage number recognition is 100%, the positioning error in forward / reverse conditions is ≤±3.5cm, the speed calculation accuracy is ≤±0.03m / s, the data output delay is ≤5ms, and there are no failures or data jumps under the harsh working conditions of dust concentration of 200mg / m³, which fully meets the technical requirements of the intelligent loading system.

[0083] The technical solution provided in this embodiment has the following beneficial effects: 1. Precise optical contour recognition and industry-leading positioning accuracy: This invention uses infrared grating optical detection as its core to achieve 100% accuracy in recognizing the contour edge of the carriage, with a dynamic positioning error of ≤±4cm, far exceeding the industry average. It provides a reliable optical positioning benchmark for precise alignment of the double-fork chute, automatic material replenishment, and one-time coal leveling, thereby reducing problems such as coal spillage, overloading, and repeated leveling from the root.

[0084] 2. Stable contour tracking under all working conditions, solving industry pain points: The innovative design of contour tracking and automatic section correction mechanism under both forward and reverse working conditions covers all scenarios of forward vehicle entry, reverse vehicle after forward vehicle entry, and initial reverse vehicle entry. It realizes continuous contour recognition and accurate positioning under both forward and reverse working conditions, solving the industry problem of uncorrectable cumulative error and inaccurate positioning when reversing in traditional encoder solutions.

[0085] 3. Parallel recognition and positioning of multiple carriages with comprehensive functionality: Supports synchronous contour recognition and independent positioning of ≤2 standard carriages of 13 meters within a 30-meter range, and synchronously outputs full-dimensional parameters such as the number of carriages, front / rear edge position, center position, driving speed, and driving direction of each carriage, providing complete motion status data for the intelligent loading system and supporting the automation of the entire loading process.

[0086] 4. Strong anti-interference ability and long-term stable operation under harsh working conditions: Adopting the infrared grating optical detection principle, it is not affected by high dust, high water vapor and strong light, which solves the core pain point of easy failure of lidar at the loading site. The mean time between failures is ≥10,000 hours under complex working conditions, which is suitable for the harsh working environment of coal loading site.

[0087] 5. Domestically produced and controllable, with significant cost advantages: The core hardware of the system uses all domestically produced industrial-grade products, eliminating reliance on imported chips and avoiding supply chain risks; compared with multi-line LiDAR solutions, hardware costs are reduced by more than 60%, making it extremely cost-effective and worthy of promotion.

[0088] Optional fault-tolerant design with good field adaptability: Equipped with a single-point grating fault-tolerant compensation mechanism, failure of ≤2 consecutive grating points will not affect the system positioning accuracy, greatly reducing the frequency of field maintenance; The sensor adopts an industrial-grade modular design, which is convenient to install and replace, and can be adapted to the transformation and upgrading of existing loading stations without large-scale modifications to field equipment.

[0089] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0090] It should be noted that in the description of this invention, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means at least two.

[0091] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0092] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0093] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it includes one or a combination of the steps of the method embodiments.

[0094] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0095] The storage media mentioned above can be read-only memory, disk, or optical disk, etc.

[0096] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0097] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for recognizing and locating the outline of a carriage based on an infrared grating light curtain, characterized in that, An infrared grating light curtain-based carriage contour recognition and positioning system is applied, the system comprising: multiple pairs of infrared grating beam sensors symmetrically deployed on both sides of the track in the loading section; the method comprising: The on / off state of each grating point is obtained, and a continuous off-state signal sequence is constructed based on the obtained multiple on / off states; According to the contour edge recognition rules, the front edge and rear edge of the carriage are identified in the continuous discontinuous signal sequence, and the occlusion area is defined by the adjacent front edge and rear edge of the carriage. According to the rules for judging the gap between carriages, the effective gap between carriages is identified between the rear edge and the front edge of carriages in adjacent obstructed areas. The effective gap between carriages is used as the dividing feature to divide the adjacent obstructed areas into independent carriages. Based on the order of entry into the loading section and the location address number, each car in the loading section is coded with its car number; Based on the point address number of the front edge of each carriage, the point address number of the rear edge of each carriage, the point-distance mapping coefficient, and the loading origin, the carriage positioning parameters within the loading section are calculated; wherein, the carriage positioning parameters include: the distance from the front edge to the origin, the distance from the rear edge to the origin, the center position of the carriage, the carriage number code, and the actual coverage length of the carriage. The actual coverage length of the carriage is verified for compliance based on the carriage threshold. The smoothed instantaneous speed of the carriage is calculated by filtering the changes in the grating points at different times corresponding to the edge of the same carriage. The speed parameters with directional markings are determined according to the direction of travel. The positioning parameters and travel parameters of each carriage are output.

2. The method according to claim 1, characterized in that, The step of identifying the front edge and rear edge of the carriage in the continuous discontinuous signal sequence includes: When a first number of consecutive adjacent grating points change from on state to off state, and the time of maintaining the off state is greater than or equal to a first time threshold, the first grating point among the first number of connected grating points is taken as the front edge of the carriage. When a second consecutive number of adjacent grating points change from an off state to an on state, and the on state is maintained for a time greater than or equal to a second time threshold, the last grating point among the second number of adjacent grating points is taken as the rear edge of the carriage.

3. The method according to claim 1, characterized in that, The rules for determining the gap between carriages include: When there are consecutive on-state signals greater than or equal to the third number and less than or equal to the fourth number, the position corresponding to the grating point of the consecutive on-state signal is determined as the effective car gap.

4. The method according to claim 1, characterized in that, The method of encoding the number of each car in the loading section based on the order of entry into the loading section and the location address number includes: The first car to enter the loading section is defined as the first car, and each car after the division is sequentially coded. The signal sequence triggering trend of the grating points is obtained. When it is determined that the point address number of the grating points is increasing under the sequence triggering trend, the current working condition of the vehicle is determined to be normal driving. When it is determined that the address number of the grating point is decreasing under the triggering trend of the sequence, the current working condition of the vehicle is determined to be reversing, and the number of coded carriages is corrected in reverse. If the current vehicle is in a forward-reverse configuration, the highest number of carriages is the first carriage to leave the loading area, and the number of coded carriages is adjusted sequentially by decreasing the number of carriages in the reverse direction.

5. The method according to claim 1, characterized in that, Also includes: When a fault with no signal is detected at a continuous grating point, the data of the missing point is supplemented by the linear interpolation result of the adjacent normal points.

6. The method according to claim 1, characterized in that, Also includes: Determine whether the instantaneous speed of the carriage is within the speed range; if the instantaneous speed of the carriage exceeds the speed range, issue an abnormal warning. or, If the distance change of the vehicle is 0 within a preset time period, the vehicle is determined to be in a zero-speed parking state, and a parking signal is sent.

7. A carriage contour recognition and positioning device based on an infrared grating light curtain, characterized in that, It includes a processor and a memory, wherein the processor is connected to the memory: The processor is used to call and execute the program stored in the memory; The memory is used to store the program, which is at least used to execute the carriage contour recognition and positioning method based on infrared grating light curtain as described in any one of claims 1-6.

8. A vehicle carriage contour recognition and positioning system based on an infrared grating light curtain, characterized in that, include: The infrared grating light curtain detection unit is used to detect the obstruction status of the carriage in real time; The infrared grating light curtain detection unit includes multiple pairs of infrared grating photoelectric sensors symmetrically deployed on both sides of the track in the loading section; the infrared grating photoelectric sensors are evenly arranged along the track at fixed equal intervals, and each pair of infrared grating photoelectric sensors corresponds to one grating point. The signal acquisition component is used to acquire the detection information of each pair of infrared grating photoelectric sensors, and assigns a unique continuous point address number to all grating points through the Modbus protocol. The point address number forms a linear mapping relationship with the actual distance relative to the loading origin. and, a computing component, said computing component being used to perform the method of any one of claims 1-6.

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