A portable radar collision avoidance control method, system, device and medium

Abstract

The application provides a portable radar collision avoidance control method, system, device and medium, the method comprising: portable vehicle-mounted radar equipment and ground radar equipment bilateral two-way interaction, obtain bilateral two-way ranging data and form the current ranging interaction record; the ranging frame corresponding to the current ranging interaction is subjected to ranging frame validity check, and when the check is valid, the one-way propagation time is calculated based on the bilateral two-way ranging data to generate the original distance; based on the original distance and the current ranging interaction record, the ranging observation quality is judged, and based on the filtered distance and filtered speed output in the last ranging period, Kalman prediction and Kalman update are carried out to generate the filtered distance, filtered speed and ranging state flag of the current ranging period; based on the filtered distance, filtered speed and ranging state flag, the collision risk level is determined, and based on the collision risk level, the early warning signal or brake control signal is output, and the brake control output state is subjected to feedback detection and event record.

Description

Technical Field

[0001] This application relates to the field of rail transit safety protection technology, and in particular to a portable radar collision avoidance control method, system, device and medium. Background Technology

[0002] A track collision avoidance system is a safety protection device used in rail transit scenarios. It typically assesses the risk of train approach by monitoring the train's speed and the distance between the train and track ends, end walls, stops, or other ground reference points, and issues an alarm when a collision risk is detected. This type of system is mainly used in safety-critical areas such as track test tracks, depots, parking garages, and tunnel entrances, providing safety protection for scenarios such as train entry and exit from depots, commissioning operations, and low-speed approach to end areas.

[0003] Existing track collision avoidance systems typically employ satellite positioning, UWB ranging, computer vision recognition, or fixed onboard detection equipment to achieve distance perception and risk alerts. Among these, satellite positioning is susceptible to obstructions, weather, tunnel environments, and station structures, and is prone to blind spots in enclosed or semi-enclosed track environments. UWB ranging is limited by communication frequency bands, transmission distances, and the on-site electromagnetic environment, resulting in insufficient stability in long-distance collision avoidance and complex track scenarios. Computer vision relies on image acquisition and recognition algorithms, and the detection results are easily affected by changes in lighting, rain and fog, obstructions, and camera installation angles, making it difficult to continuously output highly reliable distance information that meets braking control requirements.

[0004] Meanwhile, existing track collision avoidance systems typically focus on obtaining single distance values ​​or simple continuous distance values ​​in their ranging data processing, lacking a comprehensive assessment of the validity of ranging frames, communication quality, and the rationality of distance jumps and speed changes. When equipment processing delays, clock deviations, out-of-order ranging frames, abnormal data verification, degraded RF link quality, multipath reflections, or transient interference occur during ranging, single ranging results may exhibit significant jumps. Directly using such ranging results for collision risk assessment can easily lead to false alarms, missed alarms, or false braking triggers, failing to meet the requirements of track collision avoidance scenarios for stable filtering distance, filtering speed, and ranging status assessment.

[0005] Furthermore, existing track collision avoidance systems are mostly fixed installations, typically requiring separate installation and commissioning for each train. This results in poor equipment reusability, high deployment costs, and limited flexibility in temporary or multi-train shared scenarios such as test tracks, depots, and parking garages. While some systems offer audible and visual alarms or voice prompts, they still primarily rely on manual braking by the driver upon receiving an alarm, leading to delays and untimely responses. The few solutions that can integrate with the train control system usually require deep integration into the vehicle network or modification of the vehicle control logic, resulting in complex interface adaptation, poor cross-train compatibility, long construction periods, and high modification costs.

[0006] Therefore, there is an urgent need for a portable radar collision avoidance control method, system, equipment, and medium. Summary of the Invention

[0007] This application provides a portable radar collision avoidance control method, system, device, and medium to solve the problems of the prior art.

[0008] In a first aspect, this application provides a portable radar collision avoidance control method, comprising:

[0009] Bilateral two-way ranging data acquisition: The portable vehicle-mounted radar device and the ground radar device perform bilateral two-way interaction to acquire bilateral two-way ranging data and form a current ranging interaction record. The bilateral two-way ranging data includes forward ranging interaction data and reverse ranging interaction data.

[0010] The original distance is generated by verifying the validity of the ranging frame corresponding to the current ranging interaction based on the bilateral bidirectional ranging data. When the validity verification result is valid, the one-way propagation time between the portable vehicle-mounted radar device and the ground radar device is calculated based on the bilateral bidirectional ranging data to generate the original distance.

[0011] The distance and velocity fusion processing is performed. The distance observation quality is judged based on the original distance and the current distance measurement interaction record. Kalman prediction is performed based on the filtered distance and filtered velocity output in the previous distance measurement cycle to obtain the predicted distance and predicted velocity for the current distance measurement cycle. Based on the distance observation quality judgment result, it is determined whether the original distance participates in the Kalman update of the current distance measurement cycle, and the filtered distance, filtered velocity and distance measurement status flag for the current distance measurement cycle are generated.

[0012] The collision risk level is determined based on the filtered distance, filtered speed, and ranging status flags of the current ranging cycle.

[0013] The system outputs warning and braking control signals based on the collision risk level, and performs feedback detection and event recording on the braking control output status.

[0014] In one possible design, acquiring the bilateral two-way ranging data includes:

[0015] Perform the forward ranging interaction process:

[0016] The portable vehicle-mounted radar device sends a first ranging query frame to the ground radar device and records the first transmission timestamp T1;

[0017] After receiving the first ranging query frame, the ground radar device records the first receiving timestamp T2, and after a preset response delay, sends the first ranging response frame to the portable vehicle-mounted radar device, while simultaneously recording the first response sending timestamp T3.

[0018] After receiving the first ranging response frame, the portable vehicle-mounted radar device records the first response reception timestamp T4, thereby forming positive ranging interaction data.

[0019] The forward ranging interaction data includes a first transmission timestamp T1, a first reception timestamp T2, a first response transmission timestamp T3, and a first response reception timestamp T4;

[0020] Perform the reverse ranging interaction process:

[0021] The ground radar device sends a second ranging query frame to the portable vehicle-mounted radar device and records the second transmission timestamp T5;

[0022] After receiving the second ranging query frame, the portable vehicle-mounted radar device records the second receiving timestamp T6, and sends the second ranging response frame to the ground radar device after a preset response delay, while recording the second response sending timestamp T7.

[0023] After receiving the second ranging response frame, the ground radar equipment records the second response reception timestamp T8, thereby forming reverse ranging interaction data.

[0024] The reverse ranging interaction data includes a second sending timestamp T5, a second receiving timestamp T6, a second response sending timestamp T7, and a second response receiving timestamp T8.

[0025] In one possible design, the data frames used to perform the bilateral two-way ranging interaction are collectively referred to as ranging frames, which include a first ranging query frame, a first ranging response frame, a second ranging query frame, and a second ranging response frame.

[0026] The ranging frame is configured with device identity information, ranging sequence number, timestamp, and data verification field;

[0027] The current ranging interaction record includes communication quality information, which is generated by the ranging frame receiver based on the received signal strength, signal-to-noise ratio, packet loss status, or bit error status.

[0028] In one possible design, the ranging frame validity verification includes device identity information verification, ranging sequence number verification, timestamp verification, data verification field verification, and communication quality information verification.

[0029] If the verification results of the device identity information verification, ranging sequence number verification, timestamp verification, data verification field verification, and communication quality information verification are all passed, the ranging frame validity verification result is determined to be valid; otherwise, the ranging frame validity verification result is determined to be invalid.

[0030] In one possible design, the ranging observation quality judgment includes communication quality information judgment, ranging sequence number information judgment, data verification result judgment, distance change judgment, and speed change rationality judgment.

[0031] When the judgment results of the communication quality information judgment, ranging sequence number information judgment, data verification result judgment, distance change judgment, and speed change rationality judgment are all passed, the ranging observation quality judgment result is determined to be passed; otherwise, the ranging observation quality judgment result is determined to be failed.

[0032] In one possible design, the Kalman update for the current ranging cycle is determined based on the ranging observation quality assessment results, and the filtered distance, filtered velocity, and ranging status flags for the current ranging cycle are generated, including:

[0033] If the ranging observation quality assessment result is "passed", then a Kalman update is performed, including:

[0034] The original distance is used as the distance observation for the current ranging cycle. Based on the observation residual between the original distance and the predicted distance, the predicted distance and predicted velocity are updated by Kalman to obtain the filtered distance and filtered velocity for the current ranging cycle. The continuous anomaly count value is cleared to zero, and the ranging status flag is set to the normal ranging status.

[0035] If the ranging observation quality assessment result is "failed", then abnormal observation processing will be performed, including:

[0036] The original distance is determined as the outlier observation value, the consecutive outlier count value is incremented by 1, and the original distance is not used to perform Kalman update on the predicted distance and predicted velocity.

[0037] When the continuous abnormal count value is less than the preset number, the portable vehicle radar device will use the predicted distance as the filtered distance of the current ranging cycle, use the predicted speed as the filtered speed of the current ranging cycle, and set the ranging status flag to the ranging normal state.

[0038] When the continuous abnormal count value is greater than or equal to the preset number, the portable vehicle radar device will use the predicted distance as the filtered distance of the current ranging cycle, use the predicted speed as the filtered speed of the current ranging cycle, and set the ranging status flag to ranging abnormal status.

[0039] In one possible design, the collision risk level includes a normal level, a warning level, a braking trigger level, and an abnormal protection level.

[0040] When the ranging status flag indicates an abnormal ranging status, the collision risk level is determined to be an abnormal protection level.

[0041] When the ranging status flag is in the normal ranging state, the approach speed of the train relative to the ground radar equipment is determined based on the filtered speed of the current ranging cycle, and a secondary risk threshold is determined based on the approach speed. A primary risk threshold is determined based on the secondary risk threshold and the warning distance margin, wherein the primary risk threshold is greater than the secondary risk threshold.

[0042] Specifically:

[0043] When the ranging status flag is normal and the filtering distance of the current ranging cycle is greater than the first-level risk threshold, the collision risk level is determined to be normal.

[0044] When the ranging status flag is normal, and the filtered distance of the current ranging cycle is less than or equal to the first-level risk threshold and greater than the second-level risk threshold, the collision risk level is determined to be a warning level.

[0045] When the ranging status flag is normal and the filtering distance of the current ranging cycle is less than or equal to the level 2 risk threshold, the collision risk level is determined to be the braking trigger level.

[0046] Secondly, this application provides a portable radar collision avoidance control system, comprising:

[0047] The bilateral two-way ranging data acquisition module enables the portable vehicle-mounted radar device to interact with the ground radar device on both sides in both directions, acquire bilateral two-way ranging data, and form a current ranging interaction record. The bilateral two-way ranging data includes forward ranging interaction data and reverse ranging interaction data.

[0048] The original distance generation module, based on the bilateral bidirectional ranging data, performs a ranging frame validity check on the ranging frame corresponding to the current ranging interaction, and when the ranging frame validity check result is valid, calculates the one-way propagation time between the portable vehicle-mounted radar device and the ground radar device based on the bilateral bidirectional ranging data to generate the original distance;

[0049] The distance and velocity fusion processing module performs a distance measurement observation quality judgment based on the original distance and the current distance measurement interaction record, and performs Kalman prediction based on the filtered distance and filtered velocity output in the previous distance measurement cycle to obtain the predicted distance and predicted velocity for the current distance measurement cycle. Based on the distance measurement observation quality judgment result, it determines whether the original distance participates in the Kalman update of the current distance measurement cycle, and generates the filtered distance, filtered velocity and distance measurement status flag for the current distance measurement cycle.

[0050] The collision risk level determination module determines the collision risk level based on the filtered distance, filtered speed, and ranging status flag of the current ranging cycle.

[0051] The warning and braking control output module outputs a warning signal or a braking control signal based on the collision risk level, and performs feedback detection and event recording on the braking control output status.

[0052] Thirdly, this application provides an electronic device, comprising:

[0053] Processor; and,

[0054] Memory for storing the executable instructions of the processor;

[0055] The processor is configured to perform any of the possible methods described in the first aspect by executing the executable instructions.

[0056] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement any of the possible methods described in the first aspect.

[0057] Compared with the prior art, this application has the following beneficial effects:

[0058] This application provides a portable radar collision avoidance control method, system, device, and medium. The method uses a portable vehicle-mounted radar device to perform bilateral two-way ranging interaction with a ground radar device to generate the original distance. It then combines ranging observation quality judgment, Kalman prediction, and Kalman update to generate filtered distance, filtered speed, and ranging status flags. Based on the above data, the collision risk level is determined and a warning signal or braking control signal is output. This forms a collision avoidance control closed loop from ranging perception, data processing, risk judgment to braking execution, thereby improving the initiative, stability, and reliability of track collision avoidance control.

[0059] Furthermore, this application calculates the one-way propagation time using forward and reverse ranging interaction data, which can reduce the impact of equipment response delay on ranging results; by verifying the validity of ranging frames and judging the quality of ranging observations, it can avoid data with abnormal identity, abnormal frame sequence number, abnormal data verification, or abnormal communication quality from participating in risk judgment; by using continuous anomaly counting and ranging status flags, it can enter the anomaly protection level when abnormal observations continue to occur; by using first-level risk thresholds and second-level risk thresholds to classify normal level, early warning level, and braking trigger level, it can improve the accuracy of early warning and braking control outputs. Attached Figure Description

[0060] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0061] Figure 1 This is a schematic flowchart illustrating a portable radar collision avoidance control method according to an example embodiment of this application;

[0062] Figure 2 This is a schematic diagram illustrating the working principle of portable radar collision avoidance according to an example embodiment of this application;

[0063] Figure 3 This is a schematic diagram of the hardware structure of a portable radar collision avoidance system according to an example embodiment of this application;

[0064] Figure 4 This is a schematic diagram illustrating the operation of a high-precision ranging system for a portable radar collision avoidance system according to an example embodiment of this application;

[0065] Figure 5 This is a schematic diagram of the braking and vehicle control operation of a portable vehicle-mounted radar device according to an example embodiment of this application;

[0066] Figure 6 This is a schematic diagram of the structure of a portable radar collision avoidance control system according to an example embodiment of this application;

[0067] Figure 7 This is a schematic diagram of the structure of an electronic device according to an example embodiment of this application.

[0068] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0069] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0070] This embodiment proposes a portable radar collision avoidance control method, system, device, and medium, applicable to scenarios where satellite positioning is limited or visual recognition is unstable, such as track test lines, vehicle depots, parking garages, and tunnel entrances. This application combines bilateral two-way ranging, distance and speed fusion processing, and safe braking distance judgment to generate filtered distance, filtered speed, and ranging status flags. Based on these flags, it automatically determines the collision risk level and actively outputs a braking control signal when the risk reaches the braking condition. Compared to systems that only provide audible and visual alarms, this reduces the delay caused by manual response and improves the initiative and reliability of collision avoidance protection.

[0071] Figure 2 This is a schematic diagram illustrating the working principle of portable radar collision avoidance according to an example embodiment of this application, such as... Figure 2 As shown, the portable radar collision avoidance control method, system, equipment, and medium provided in this embodiment are applicable to scenarios where satellite positioning is limited or visual recognition is unstable, such as track test lines, vehicle depots, parking garages, and tunnel entrances. Its collision avoidance working principle is as follows:

[0072] Portable vehicle-mounted radar equipment, including a secondary radar transceiver, is installed in the train driver's cab. Ground-based radar equipment, including a secondary radar transponder, is installed at the ends of the track, test tracks, end walls, or near the train stops. As the train gradually approaches the ends of the track, end walls, or train stops along its direction of travel, the portable vehicle-mounted radar equipment sends a radio interrogation signal to the ground-based radar equipment via the secondary radar transceiver. The ground-based radar equipment receives the radio interrogation signal via the secondary radar transponder and, after completing identity verification and information verification, returns a response signal to the portable vehicle-mounted radar equipment. Based on the time relationship between the radio interrogation signal and the response signal, the portable vehicle-mounted radar equipment calculates the real-time distance between itself and the ground-based radar equipment, and determines the train's speed relative to the ground-based radar equipment based on continuous ranging results.

[0073] The portable vehicle-mounted radar equipment performs distance and speed fusion processing on real-time distance and speed to generate filtered distance and filtered speed, and determines the collision risk level based on the filtered distance and filtered speed; when the collision risk level is the warning level, it triggers an audible and visual alarm or voice prompt; when the collision risk level is the braking trigger level, it outputs a braking control signal to reduce the risk of the train colliding with the end of the track, end wall, or stop.

[0074] The train's collision avoidance warning function is based on the principle of radio radar ranging. A portable onboard radar device actively transmits a radio interrogation signal to a ground-based radar device. Upon receiving the interrogation signal, the ground-based radar device, after identity verification and information confirmation, transmits a response signal back to the portable onboard radar device. Upon receiving the response signal, the portable onboard radar device calculates the time difference Δt between transmitting the interrogation signal and receiving the response signal, and then calculates the real-time distance between the portable onboard radar device and the ground-based radar device. It should be noted that... Figure 2 The time difference Δt shown illustrates the basic principle of radio round-trip ranging. In subsequent steps, the portable vehicle-mounted radar equipment and the ground radar equipment interact through bilateral two-way ranging to calculate the one-way propagation time and generate the original distance.

[0075] The real-time distance between portable vehicle-mounted radar equipment and ground-based radar equipment meets the following requirements:

[0076]

[0077] Where d is the real-time distance between the portable vehicle-mounted radar device and the ground radar; Δt is the time difference from transmitting the radio interrogation signal to receiving the response signal; and c is the propagation speed of radio waves in the air.

[0078] Figure 3 This is a schematic diagram of the hardware structure of a portable radar collision avoidance system according to an example embodiment of this application. Figure 3 As shown in the diagram, the hardware structure of the portable radar collision avoidance system provided in this embodiment includes:

[0079] The portable vehicle-mounted radar equipment is an integrated device that includes a display screen, antenna, processing motherboard, battery, and various input / output interfaces. These interfaces may include a power input interface, button input interface, maintenance interface, brake control signal output interface, voice broadcast interface, audible and visual alarm interface, and train control and management system interface.

[0080] Ground radar equipment can be powered by mains electricity or solar power, and includes ground radar, distribution box, solar panels, batteries and poles.

[0081] Based on the above hardware structure, in one embodiment, the deployment and use of the portable radar collision avoidance system provided in this embodiment includes: installing ground radar equipment at one or both ends of the line in the application site, and using the installation position of the ground radar equipment as the benchmark position for collision risk assessment.

[0082] Portable vehicle-mounted radar equipment is installed in the train driver's cab or at the end of the vehicle, with the antenna of the portable vehicle-mounted radar equipment facing the corresponding ground radar equipment. At the same time, the braking control signal output interface of the portable vehicle-mounted radar equipment is connected to the train braking circuit via a connecting cable.

[0083] After the portable vehicle-mounted radar device is powered on, it enters the login interface or initialization interface. After completing user login, device self-test, and communication initialization, it enters the information display interface. This information display interface is used to display the distance between the train and the end of the track, train speed, alarm status, fault status, and voice function status.

[0084] During train operation, the portable onboard radar device displays the distance and speed information of the current train from the end of the track in real time. After determining the collision risk level based on the filtered distance, filtered speed and ranging status indicators of the current ranging cycle, the portable onboard radar device outputs a warning signal or braking control signal according to the collision risk level. The warning signal includes voice prompts, buzzer alarms or audible and visual alarms.

[0085] Figure 1 This is a schematic flowchart illustrating a portable radar collision avoidance control method according to an example embodiment of this application; Figure 4 This is a schematic diagram illustrating the operation of a high-precision ranging system for a portable radar collision avoidance system according to an example embodiment of this application; Figure 5 This is a schematic diagram illustrating the braking and vehicle control operation of a portable vehicle-mounted radar device according to an example embodiment of this application. Figure 1 , Figure 4 and Figure 5 As shown, the portable radar collision avoidance control method provided in this embodiment includes a high-precision ranging section and a braking and vehicle control section. Wherein:

[0086] The high-precision ranging section is used to acquire the real-time distance between the portable vehicle-mounted radar device and the ground radar device, and to determine the train's speed relative to the ground radar device based on continuous ranging results. Specifically, the portable vehicle-mounted radar device acts as the ranging initiator, and the ground radar device acts as the ranging response device. The portable vehicle-mounted radar device and the ground radar device conduct bilateral two-way ranging interaction via a 2.4G radio frequency link. The portable vehicle-mounted radar device verifies the validity of the ranging frame based on the transmission timestamp, reception timestamp, response transmission timestamp, device identity information, ranging sequence number, data verification field, and communication quality information obtained during the ranging interaction. Based on the original distance and the current ranging interaction record, it performs ranging observation quality judgment, Kalman prediction, and Kalman update to generate filtered distance, filtered speed, and ranging status flags for collision risk level judgment. The high-precision ranging section corresponds to steps S101 to S103.

[0087] The braking control section is used to determine the collision risk level based on the filtered distance, filtered speed, and ranging status indicators output by the high-precision ranging section, and to execute corresponding protective controls when the warning conditions or braking trigger conditions are met. Specifically, the portable vehicle-mounted radar device determines the safe braking distance based on the filtered speed, preset braking deceleration, system response time, and safety margin, and determines the risk threshold based on the safe braking distance, and then determines the collision risk level based on the relationship between the filtered distance and the risk threshold; when the collision risk level is the warning level, the portable vehicle-mounted radar device outputs an audible and visual alarm or voice prompt; when the collision risk level is the braking trigger level, the portable vehicle-mounted radar device outputs a braking control signal to the train braking circuit through a passive dry contact relay, and performs brake holding, contact feedback detection, and event recording. The braking control section corresponds to steps S104 to S105.

[0088] Therefore, this embodiment provides reliable filtered distance, filtered speed and ranging status indicators to the braking and vehicle control part through the high-precision ranging part, and converts the filtered distance, filtered speed and ranging status indicators into warning signals or braking control signals through the braking and vehicle control part, thereby forming a collision avoidance control closed loop from ranging perception, data processing, risk judgment to braking execution.

[0089] Step S101: Acquisition of bilateral bidirectional ranging data. The portable vehicle-mounted radar device and the ground radar device perform bilateral bidirectional interaction to acquire bilateral bidirectional ranging data and form a current ranging interaction record. The bilateral bidirectional ranging data includes forward ranging interaction data and reverse ranging interaction data.

[0090] In this step, before acquiring ranging interaction data, the portable vehicle-mounted radar device and the ground radar device undergo initialization after power-on. Initialization enables the portable vehicle-mounted radar device and the ground radar device to enter a ranging communication state and provides basic parameters for subsequent ranging frame validity verification and distance-velocity fusion processing.

[0091] Specifically, the initialization process includes: performing self-tests on the portable vehicle-mounted radar device and the ground radar device to confirm that the power supply, processing motherboard, RF module, input / output interface, and braking control signal output interface are in a usable state; initializing the RF module to configure the RF communication channel, transmit power, and data transmission / reception parameters; binding the portable vehicle-mounted radar device and the ground radar device to enable the portable vehicle-mounted radar device to identify the bound ground radar device in subsequent ranging interactions; configuring communication parameters and ranging period to determine the communication method and ranging sampling interval for wireless ranging interactions; and configuring filtering parameters to provide initial state parameters for subsequent distance and velocity fusion processing.

[0092] After initialization, the portable vehicle-mounted radar device and the ground-based radar device, acting as the ranging initiator and the ground-based radar device as the ranging responder, engage in bilateral two-way ranging interaction via a 2.4G radio frequency link to acquire bilateral two-way ranging data. The bilateral two-way ranging data includes forward ranging interaction data and reverse ranging interaction data.

[0093] Acquire bilateral, two-way ranging data, including:

[0094] In the forward ranging interaction process, the portable vehicle-mounted radar device sends a first ranging query frame to the ground radar device and records a first transmission timestamp T1. Upon receiving the first ranging query frame, the ground radar device records a first reception timestamp T2 and, after a preset response delay, sends a first ranging response frame to the portable vehicle-mounted radar device, simultaneously recording a first response transmission timestamp T3. Upon receiving the first ranging response frame, the portable vehicle-mounted radar device records a first response reception timestamp T4, thus forming forward ranging interaction data. The forward ranging interaction data includes the first transmission timestamp T1, the first reception timestamp T2, the first response transmission timestamp T3, and the first response reception timestamp T4.

[0095] In the reverse ranging interaction process, the ground radar device sends a second ranging query frame to the portable vehicle-mounted radar device and records the second transmission timestamp T5. Upon receiving the second ranging query frame, the portable vehicle-mounted radar device records the second reception timestamp T6 and, after a preset response delay, sends a second ranging response frame to the ground radar device, simultaneously recording the second response transmission timestamp T7. Upon receiving the second ranging response frame, the ground radar device records the second response reception timestamp T8, thus forming the reverse ranging interaction data. The reverse ranging interaction data includes the second transmission timestamp T5, the second reception timestamp T6, the second response transmission timestamp T7, and the second response reception timestamp T8.

[0096] It should be noted that the preset response delay refers to the fixed processing time that the ranging response end waits between receiving the ranging query frame and sending the ranging response frame. This time is used to allow the ranging response end to complete the reception confirmation of the ranging query frame, timestamp recording, device identity information verification, ranging sequence number reading, and ranging response frame generation. The preset response delay can be pre-configured according to the RF module's processing capability and the ranging cycle, for example, it can be set to 10 microseconds to 10 milliseconds. Since the preset response delay is determined in the ranging interaction data through the receive timestamp and the response sending timestamp, it can be deducted in the subsequent calculation of the one-way propagation time for bilateral bidirectional ranging, thereby reducing the impact of device processing delay on the ranging results.

[0097] In this embodiment, to improve ranging reliability, the ranging frame is configured with device identity information, ranging sequence number, timestamp, and data verification field; the current ranging interaction record also includes communication quality information.

[0098] In this embodiment, the data frames used to perform bilateral two-way ranging interaction are collectively referred to as ranging frames. The ranging frames include a first ranging query frame, a first ranging response frame, a second ranging query frame, and a second ranging response frame.

[0099] The device identification information identifies the sending device of the ranging frame, the ranging sequence number identifies the order of the current ranging interaction, the timestamp records the sending or receiving time of the ranging frame, and the data verification field verifies the data integrity of the ranging frame. Communication quality information characterizes the current RF link status. This information is generated by the ranging frame receiver based on received signal strength, signal-to-noise ratio, packet loss status, or bit error status, and is written into the ranging response frame or the current ranging interaction record.

[0100] It should be further clarified that the current ranging interaction refers to a set of ranging interaction processes used to generate a raw distance within a ranging cycle. The current ranging interaction includes forward ranging interaction processes and reverse ranging interaction processes. The current ranging interaction record refers to the data record formed during the current ranging interaction process. The current ranging interaction record includes forward ranging interaction data, reverse ranging interaction data, timestamp information corresponding to the ranging frame, ranging sequence number information, data verification results, and communication quality information.

[0101] Step S102: Generating the original distance. Based on the bilateral bidirectional ranging data, the ranging frame corresponding to the current ranging interaction is validated for validity. When the validity validation result is valid, the one-way propagation time between the portable vehicle-mounted radar device and the ground radar device is calculated based on the bilateral bidirectional ranging data to generate the original distance.

[0102] In this step, before calculating the one-way propagation time and generating the original distance, the validity of the ranging frame corresponding to the current ranging interaction is verified based on the current ranging interaction record. Specifically, the device identity information, ranging sequence number, timestamp, and data verification fields in the first ranging query frame, the first ranging response frame, the second ranging query frame, and the second ranging response frame, as well as the communication quality information in the current ranging interaction record, are verified for validity. This includes:

[0103] Device identity verification is used to confirm whether the ranging frame originates from a bound portable vehicle-mounted radar device or a ground-based radar device. If the ranging frame originates from a bound portable vehicle-mounted radar device or a ground-based radar device, the device identity verification result is "passed"; otherwise, the device identity verification result is "failed".

[0104] The ranging sequence number verification is used to confirm whether the forward and reverse ranging interaction data belong to the same current ranging interaction, and to determine whether there are any dropped, out-of-order, or duplicate ranging frames. If the forward and reverse ranging interaction data belong to the same current ranging interaction, and there are no dropped, out-of-order, or duplicate ranging frames, the ranging sequence number verification result is passed; otherwise, the ranging sequence number verification result is failed.

[0105] Timestamp verification is used to confirm whether the first send timestamp T1, first receive timestamp T2, first acknowledgment send timestamp T3, first acknowledgment receive timestamp T4, second send timestamp T5, second receive timestamp T6, second acknowledgment send timestamp T7, and second acknowledgment receive timestamp T8 satisfy the corresponding local timing relationship. The local timing relationship includes: the first acknowledgment receive timestamp T4 is later than the first send timestamp T1, the first acknowledgment send timestamp T3 is later than the first receive timestamp T2, the second acknowledgment receive timestamp T8 is later than the second send timestamp T5, and the second acknowledgment send timestamp T7 is later than the second receive timestamp T6. If the corresponding local timing relationship is satisfied, the timestamp verification result is "pass"; otherwise, the timestamp verification result is "fail".

[0106] The data verification field is used to confirm whether any data errors occurred during the transmission of the ranging frame. If no data errors occurred during transmission, the data verification field passes; otherwise, it fails.

[0107] Communication quality information verification is used to confirm whether the current RF link status meets the preset ranging quality conditions. When the preset ranging quality conditions are met, the verification result is "pass"; otherwise, the verification result is "fail". It should be noted that the preset ranging quality conditions include: received signal strength greater than or equal to a preset signal strength threshold, signal-to-noise ratio greater than or equal to a preset signal-to-noise ratio threshold, and no packet loss or bit error anomalies occurring during the current ranging interaction. The preset signal strength threshold and preset signal-to-noise ratio threshold are preset based on the RF communication distance between the portable vehicle-mounted radar device and the ground radar device, the RF module sensitivity, the on-site electromagnetic interference environment, and the ranging accuracy requirements. For example, the preset signal strength threshold can be set to -85dBm to -60dBm, and the preset signal-to-noise ratio threshold can be set to 10dB to 25dB.

[0108] If the verification results of the device identity information verification, ranging sequence number verification, timestamp verification, data verification field verification, and communication quality information verification are all passed, the ranging frame validity verification result is determined to be valid; otherwise, the ranging frame validity verification result is determined to be invalid.

[0109] When the validity check result of the ranging frame is valid, the portable vehicle radar device determines the forward round-trip time R1 based on the first transmission timestamp T1 and the first response reception timestamp T4, where R1 = T4 - T1.

[0110] Based on the first reception timestamp T2 and the first response transmission timestamp T3, the first response delay D1 of the ground radar equipment is determined, where D1 = T3 - T2.

[0111] Based on the second sending timestamp T5 and the second receiving timestamp T8, the reverse round-trip time R2 is determined, where R2 = T8 - T5.

[0112] Based on the second receiving timestamp T6 and the second response sending timestamp T7, the second response delay D2 of the portable vehicle-mounted radar device is determined, where D2 = T7 - ​​T6.

[0113] The portable vehicle-mounted radar device calculates the one-way propagation time τ of the radio signal between the portable vehicle-mounted radar device and the ground radar device based on the forward round-trip time R1, the first response delay D1, the reverse round-trip time R2, and the second response delay D2. For example, the one-way propagation time τ satisfies:

[0114]

[0115] Wherein, R1-D1 is the forward round-trip propagation time after deducting the response delay of the ground radar equipment, and R2-D2 is the reverse round-trip propagation time after deducting the response delay of the portable vehicle-mounted radar equipment.

[0116] Portable vehicle-mounted radar devices generate the raw distance based on the one-way propagation time τ and the propagation speed of radio waves in the air c. ,in:

[0117]

[0118] in, This represents the raw distance between portable vehicle-mounted radar equipment and ground-based radar equipment. The distance observation value corresponding to the current ranging interaction is used for subsequent distance and velocity fusion processing.

[0119] Step S103: Distance and velocity fusion processing. Based on the original distance and the current ranging interaction record, the ranging observation quality is judged, and Kalman prediction is performed based on the filtered distance and filtered velocity output in the previous ranging cycle to obtain the predicted distance and predicted velocity for the current ranging cycle. Based on the ranging observation quality judgment result, it is determined whether the original distance participates in the Kalman update of the current ranging cycle, and the filtered distance, filtered velocity, and ranging status flag for the current ranging cycle are generated.

[0120] In this step, firstly, the portable vehicle-mounted radar device will determine the original distance. The portable vehicle-mounted radar device uses the distance observation value of the current ranging cycle and obtains communication quality information, ranging sequence number information, and data verification results from the current ranging interaction record. The quality of the ranging observations is assessed based on the changes in these changes, resulting in a quality assessment result. This quality assessment includes:

[0121] The communication quality information assessment is used to determine whether the RF link status corresponding to the current ranging interaction meets the ranging observation quality requirements. Communication quality information includes received signal strength, signal-to-noise ratio (SNR), packet loss status, and bit error status. When the received signal strength is greater than or equal to a preset signal strength threshold, the SNR is greater than or equal to a preset SNR threshold, and no packet loss or bit error anomalies occur in the current ranging interaction, the communication quality information assessment result is "pass"; otherwise, the assessment result is "fail". The preset signal strength threshold and preset SNR threshold are preset based on the RF communication distance between the portable vehicle-mounted radar equipment and the ground radar equipment, the RF module sensitivity, the on-site electromagnetic interference environment, and the ranging accuracy requirements. For example, the preset signal strength threshold can be set to -85dBm to -60dBm, and the preset SNR threshold can be set to 10dB to 25dB.

[0122] The ranging sequence number information judgment is used to determine whether there are any missing, out-of-order, or duplicate ranging frames corresponding to the current ranging interaction. If the ranging sequence numbers corresponding to the current ranging interaction are continuous and there are no missing, out-of-order, or duplicated sequence numbers, the judgment result of the ranging sequence number information is pass; otherwise, the judgment result of the ranging sequence number information is fail.

[0123] The data verification result judgment is used to determine whether the ranging frame corresponding to the current ranging interaction has passed the data integrity verification. If the data verification result of the ranging frame corresponding to the current ranging interaction is passed, the data verification result judgment result is passed; otherwise, the data verification result judgment result is failed.

[0124] Distance change judgment is used to determine the current original distance. Does the filtered distance output from the previous ranging cycle show a jump that exceeds the train's physical movement capabilities? Specifically, the portable vehicle-mounted radar equipment will display the current raw distance... The distance is compared with the filtered distance output from the previous ranging cycle to determine the degree of distance change between adjacent ranging cycles. If the degree of distance change does not exceed a set distance threshold, the judgment result of the distance change is "pass"; if the degree of distance change exceeds the set distance threshold, the judgment result of the distance change is "fail". The set distance threshold can be determined based on the ranging cycle, the maximum allowable speed of the train, the maximum allowable acceleration of the train, and the distance margin; for example, the set distance threshold can be set to 0.5m to 5m.

[0125] The speed change rationality judgment is used to determine the rationality of the speed change based on the current original distance. The speed change calculated from the filtered distance of the previous ranging cycle is checked against whether it exceeds the allowable range corresponding to the train's physical motion capability. In one implementation, the portable vehicle-mounted radar device is based on the current raw distance. The observed speed for the current ranging cycle is determined by comparing the observed speed with the filtered speed of the previous ranging cycle. The speed change is then determined based on this observed speed and the filtered speed of the previous ranging cycle. If the speed change is less than or equal to a set speed change threshold, the speed change rationality judgment is passed; otherwise, the speed change rationality judgment is failed. The set speed change threshold can be determined based on the ranging cycle and the train's maximum allowable acceleration.

[0126] If the judgment results of communication quality information, ranging sequence number information, data verification result, distance change, and speed change rationality are all passed, the ranging observation quality judgment result is determined to be passed; otherwise, the ranging observation quality judgment result is determined to be failed.

[0127] Furthermore, the portable vehicle-mounted radar device performs Kalman prediction to obtain the predicted distance and predicted velocity for the current ranging cycle. Kalman prediction is based on the filtered distance and filtered velocity output from the previous ranging cycle, combined with the ranging cycle T, to predict the predicted distance and predicted velocity for the current ranging cycle.

[0128] In one implementation, the portable vehicle-mounted radar device employs a Kalman filter algorithm for Kalman prediction. The Kalman filter algorithm uses the relative distance and relative speed between the train and the ground radar device as state variables, which are expressed as:

[0129]

[0130] Where d(k) is the filtering distance between the portable vehicle-mounted radar device and the ground radar device in the k-th ranging cycle; v(k) is the filtering speed of the train relative to the ground radar device in the k-th ranging cycle.

[0131] Portable vehicle-mounted radar equipment predicts the distance for the current ranging cycle based on the filtered distance d(k-1), filtered velocity v(k-1), and ranging cycle T of the previous ranging cycle. and prediction speed .

[0132] In one implementation, the predicted distance and predicted velocity for the current ranging period satisfy:

[0133]

[0134]

[0135] in, The predicted distance for the k-th ranging cycle; is the predicted velocity for the k-th ranging cycle; T is the ranging cycle, representing the time interval between two adjacent ranging interactions.

[0136] Furthermore, based on the ranging observation quality assessment results, Kalman updates or anomaly detection processing are performed to obtain the filtered distance, filtered speed, and ranging status indicators for the current ranging cycle. Specifically:

[0137] If the ranging observation quality assessment result is satisfactory, a Kalman update is performed. Specifically, the original distance... As the distance observation for the current ranging cycle, based on the original distance Distance from prediction The observation residuals between the predicted distances and prediction speed Perform a Kalman update to obtain the filtered distance d(k) and filtered velocity v(k) for the current ranging cycle, clear the continuous anomaly count to zero, and set the ranging status flag to normal ranging status.

[0138] If the distance measurement observation quality assessment result is "failed," then abnormal observation processing will be performed. Specifically, the original distance... If an observation is identified as an anomaly, the consecutive anomaly count is incremented by 1, and the original distance is not used. For predicted distance and prediction speed Perform a Kalman update.

[0139] When the consecutive anomaly count is less than a preset number, the portable vehicle radar device will predict the distance. The filtered distance d(k) for the current ranging period will be used to predict the velocity. The filter speed v(k) is used as the current ranging cycle, and the ranging status flag is set to normal ranging status; when the continuous abnormal count value is greater than or equal to the preset number, the portable vehicle radar device will predict the distance. The filtered distance d(k) for the current ranging period will be used to predict the velocity. The filtering speed v(k) is used as the current ranging cycle, and the ranging status flag is set to ranging abnormal state.

[0140] Among them, the continuous anomaly count value is used to record the number of times the ranging observation quality judgment result is consecutively failed; the ranging status flag is used to characterize whether the filtered distance and filtered speed output in the current ranging cycle can be used as valid input for collision risk level judgment. The ranging status flag includes normal ranging status and abnormal ranging status.

[0141] In one implementation, the preset number of times is pre-set based on the ranging cycle, system response requirements, and occasional on-site interference, and is used to determine whether continuous abnormal observations have reached the level of unreliability in ranging. For example, the preset number of times can be set to 2 to 5 times.

[0142] Through the aforementioned distance and speed fusion processing, portable vehicle-mounted radar devices can, based on the original distance... The system generates stable filtered distance and filtered velocity based on predicted distance and predicted velocity, and uses ranging status flags to characterize whether the current filtered distance and filtered velocity are suitable for participating in collision risk level judgment, thereby suppressing the impact of instantaneous interference, multipath reflection, communication jitter or continuous abnormal ranging on subsequent early warning and braking control.

[0143] Step S104: Collision risk level determination. The collision risk level is determined based on the filtering distance, filtering speed, and ranging status flag of the current ranging cycle.

[0144] In this step, the collision risk level includes normal level, warning level, braking trigger level, and abnormal protection level.

[0145] When the ranging status flag indicates an abnormal ranging status, the collision risk level is determined as the abnormal protection level.

[0146] When the ranging status flag indicates normal ranging, the train's approach speed relative to the ground radar equipment is determined based on the filtered speed of the current ranging cycle, and a secondary risk threshold is determined based on this approach speed. The secondary risk threshold is used to determine whether to trigger braking control output. Further, the portable vehicle-mounted radar equipment determines a primary risk threshold based on the secondary risk threshold and the warning distance margin. The primary risk threshold is used to determine whether to trigger audible and visual alarms and voice prompts, and the primary risk threshold is greater than the secondary risk threshold.

[0147] In one implementation, the secondary risk threshold is determined based on braking distance, response distance, and safety margin; wherein, braking distance is determined based on approach speed and preset braking deceleration, response distance is determined based on approach speed and system response time, and safety margin is used to compensate for ranging error, brake setup error, and equipment installation error. Specifically, the safe braking distance satisfies:

[0148]

[0149] in, For safe braking distance; is the approach speed of the train relative to the ground radar equipment; 'a' is the preset braking deceleration. This refers to the system response time. For safety margin. The filtering speed is determined based on the current ranging cycle and is a non-negative value; the preset braking deceleration 'a' is preset based on the train's braking performance and is a positive value. For example, the preset braking deceleration 'a' can be set to 0.3 m / s². 2 Up to 1.2 m / s 2 System response time Based on the collision risk level assessment, brake control output, relay action, and the time required for brake establishment, the system response time is preset. For example, the system response time... It can be set to 0.1s to 2s; safety margin It is used to compensate for ranging errors, braking establishment errors, and equipment installation errors.

[0150] In one implementation, the safe braking distance is determined as the secondary risk threshold, or the sum of the safe braking distance and the braking distance margin is determined as the secondary risk threshold. The braking distance margin is preset based on the train's braking performance, on-site track conditions, and braking control reliability requirements. The warning distance margin is preset based on the train operating scenario, permissible approach speed, and human reaction time.

[0151] When the ranging status flag is normal and the filtering distance of the current ranging cycle is greater than the first-level risk threshold, the collision risk level is determined to be normal.

[0152] When the ranging status flag is normal, and the filtered distance of the current ranging cycle is less than or equal to the first-level risk threshold and greater than the second-level risk threshold, the collision risk level is determined to be a warning level.

[0153] When the ranging status flag is normal and the filtering distance of the current ranging cycle is less than or equal to the level 2 risk threshold, the collision risk level is determined to be the braking trigger level.

[0154] Based on the above collision risk level assessment, the portable vehicle radar device can distinguish between normal, warning, and braking trigger states when the ranging state is normal, according to the filtering distance and filtering speed. When the ranging state is abnormal, it enters the abnormal protection level, thus providing a clear basis for subsequent warning and braking control output.

[0155] Step S105: Warning and braking control output. Based on the collision risk level, output a warning signal or braking control signal, and perform feedback detection and event recording on the braking control output status.

[0156] In this step, when the collision risk level is normal, the portable vehicle radar device maintains the current ranging and monitoring state and does not output audible and visual alarm signals, voice prompt signals, or braking control signals.

[0157] When the collision risk level is at the warning level, the portable vehicle-mounted radar device outputs audible and visual alarm signals and voice prompts to inform the train driver that the distance between the train and the ground radar device has entered the warning range; at this time, the portable vehicle-mounted radar device does not output braking control signals.

[0158] When the collision risk level is at the braking trigger level, the portable vehicle-mounted radar device outputs a braking control signal. Specifically, the portable vehicle-mounted radar device drives a passive dry contact relay through the braking control interface, and outputs a braking trigger state to the train braking circuit through the passive dry contact relay, causing the train braking circuit to perform braking processing. The passive dry contact relay is used to provide contact on / off states and does not actively output voltage or current to the train braking circuit, so as to maintain electrical isolation between the portable vehicle-mounted radar device and the train braking circuit.

[0159] In one embodiment, the passive dry contact relay includes a normally open contact output mode, a normally closed contact output mode, or a dual contact output mode. For the normally open contact output mode, when the collision risk level is at the braking trigger level, the portable vehicle radar device controls the normally open contact to close, thus triggering the braking state. For the normally closed contact output mode, when the collision risk level is at the braking trigger level, the portable vehicle radar device controls the normally closed contact to open, thus triggering the braking state.

[0160] When the collision risk level is at the abnormal protection level, the portable vehicle-mounted radar device outputs a ranging anomaly alarm signal and controls the braking control interface according to a preset anomaly protection strategy. The preset anomaly protection strategy determines whether to maintain the current state of the braking control interface, prohibit the release of the already output braking control signal, or output the braking control signal when the ranging status is abnormal. Therefore, when continuous ranging anomalies cause the filtering distance and filtering speed to be unsuitable for collision risk level judgment, the portable vehicle-mounted radar device can enter anomaly protection processing state.

[0161] After the brake control signal is output, the portable vehicle-mounted radar device enters the brake holding state. In the brake holding state, the portable vehicle-mounted radar device maintains the brake control signal output for a preset brake holding time; for example, the preset brake holding time can be set to 1 second to 5 seconds. After the preset brake holding time ends, if the collision risk level decreases from the brake trigger level to the warning level or the normal level, and the ranging status indicator is in the ranging normal state, the portable vehicle-mounted radar device releases the brake control signal output; if the collision risk level remains at the brake trigger level, or the ranging status indicator is in the ranging abnormal state, the portable vehicle-mounted radar device continues to maintain the brake control signal output.

[0162] Furthermore, the portable vehicle-mounted radar device performs feedback detection on the brake control output status. This feedback detection includes relay drive status detection, contact feedback status detection, and brake control interface status detection. When the portable vehicle-mounted radar device detects that a relay fails to operate according to the brake control signal, the contact status is inconsistent with the brake control signal, the contacts are stuck, or the brake control interface is disconnected, it generates a brake output fault alarm.

[0163] Furthermore, the portable vehicle-mounted radar equipment generates an event log. The event log includes the collision risk level, braking trigger time, filtering distance at trigger, filtering speed at trigger, ranging status flag, braking control signal output status, relay feedback status, braking release time, and fault alarm information. This event log is used for subsequent fault tracing and operation and maintenance.

[0164] Through the aforementioned warning and braking control outputs, the portable vehicle-mounted radar equipment can prompt the driver to take timely action at the warning level, and trigger the train braking circuit through a passive dry contact relay at the braking trigger level. It can also generate corresponding alarms and event records when the ranging or braking output is abnormal, thereby improving the safety and traceability of the portable radar collision avoidance system.

[0165] Figure 6 This is a schematic diagram of the structure of a portable radar collision avoidance control system according to an example embodiment of this application. Figure 6 As shown, the portable radar collision avoidance control system 600 provided in this embodiment includes: a bilateral two-way ranging data acquisition module 610, a raw distance generation module 620, a distance and speed fusion processing module 630, a collision risk level judgment module 640, and a warning and braking control output module 650.

[0166] The bilateral two-way ranging data acquisition module 610 enables the portable vehicle-mounted radar device to interact with the ground radar device on both sides in both directions, acquire bilateral two-way ranging data, and form a current ranging interaction record. The bilateral two-way ranging data includes forward ranging interaction data and reverse ranging interaction data.

[0167] The original distance generation module 620, based on the bilateral bidirectional ranging data, performs a ranging frame validity check on the ranging frame corresponding to the current ranging interaction, and when the ranging frame validity check result is valid, calculates the one-way propagation time between the portable vehicle-mounted radar device and the ground radar device based on the bilateral bidirectional ranging data to generate the original distance;

[0168] The distance and velocity fusion processing module 630 performs distance measurement observation quality judgment based on the original distance and the current distance measurement interaction record, and performs Kalman prediction based on the filtered distance and filtered velocity output in the previous distance measurement cycle to obtain the predicted distance and predicted velocity for the current distance measurement cycle. Based on the distance measurement observation quality judgment result, it determines whether the original distance participates in the Kalman update of the current distance measurement cycle, and generates the filtered distance, filtered velocity and distance measurement status flag for the current distance measurement cycle.

[0169] The collision risk level determination module 640 determines the collision risk level based on the filtering distance, filtering speed, and ranging status flag of the current ranging cycle.

[0170] The warning and braking control output module 650 outputs a warning signal or a braking control signal based on the collision risk level, and performs feedback detection and event recording on the braking control output status.

[0171] Figure 7 This is a schematic diagram of the structure of an electronic device according to an example embodiment of this application. For example... Figure 7 As shown, the electronic device 700 provided in this embodiment includes: a processor 701 and a memory 702; wherein:

[0172] Memory 702 is used to store computer programs, and the memory may also be flash memory.

[0173] Processor 701 is used to execute the execution instructions stored in the memory to implement the various steps in the above method. For details, please refer to the relevant descriptions in the preceding method embodiments.

[0174] Alternatively, the memory 702 can be either standalone or integrated with the processor 701.

[0175] When the memory 702 is a device independent of the processor 701, the electronic device 700 may further include:

[0176] Bus 703 is used to connect the memory 702 and the processor 701.

[0177] This embodiment also provides a readable storage medium storing a computer program, which, when executed by at least one processor of an electronic device, enables the electronic device to perform the methods provided in the various embodiments described above.

[0178] This embodiment also provides a program product including a computer program stored in a readable storage medium. At least one processor of an electronic device can read the computer program from the readable storage medium, and the at least one processor executes the computer program to cause the electronic device to perform the methods provided in the various embodiments described above.

[0179] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the foregoing claims.

[0180] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope.

Claims

1. A portable radar collision avoidance control method, characterized in that, include: Bilateral two-way ranging data acquisition: The portable vehicle-mounted radar device and the ground radar device perform bilateral two-way interaction to acquire bilateral two-way ranging data and form a current ranging interaction record. The bilateral two-way ranging data includes forward ranging interaction data and reverse ranging interaction data. The original distance is generated by verifying the validity of the ranging frame corresponding to the current ranging interaction based on the bilateral bidirectional ranging data. When the validity verification result is valid, the one-way propagation time between the portable vehicle-mounted radar device and the ground radar device is calculated based on the bilateral bidirectional ranging data to generate the original distance. The distance and velocity fusion processing is performed. The distance observation quality is judged based on the original distance and the current distance measurement interaction record. Kalman prediction is performed based on the filtered distance and filtered velocity output in the previous distance measurement cycle to obtain the predicted distance and predicted velocity for the current distance measurement cycle. Based on the distance observation quality judgment result, it is determined whether the original distance participates in the Kalman update of the current distance measurement cycle, and the filtered distance, filtered velocity and distance measurement status flag for the current distance measurement cycle are generated. The collision risk level is determined based on the filtered distance, filtered speed, and ranging status flags of the current ranging cycle. The system outputs warning and braking control signals based on the collision risk level, and performs feedback detection and event recording on the braking control output status.

2. The portable radar collision avoidance control method according to claim 1, characterized in that, Acquiring the bilateral two-way ranging data includes: Perform the forward ranging interaction process: The portable vehicle-mounted radar device sends a first ranging query frame to the ground radar device and records the first transmission timestamp T1; After receiving the first ranging query frame, the ground radar device records the first receiving timestamp T2, and after a preset response delay, sends the first ranging response frame to the portable vehicle-mounted radar device, while simultaneously recording the first response sending timestamp T3. After receiving the first ranging response frame, the portable vehicle-mounted radar device records the first response reception timestamp T4, thereby forming positive ranging interaction data. The forward ranging interaction data includes a first transmission timestamp T1, a first reception timestamp T2, a first response transmission timestamp T3, and a first response reception timestamp T4; Perform the reverse ranging interaction process: The ground radar device sends a second ranging query frame to the portable vehicle-mounted radar device and records the second transmission timestamp T5; After receiving the second ranging query frame, the portable vehicle-mounted radar device records the second receiving timestamp T6, and sends the second ranging response frame to the ground radar device after a preset response delay, while recording the second response sending timestamp T7. After receiving the second ranging response frame, the ground radar equipment records the second response reception timestamp T8, thereby forming reverse ranging interaction data. The reverse ranging interaction data includes a second sending timestamp T5, a second receiving timestamp T6, a second response sending timestamp T7, and a second response receiving timestamp T8.

3. The portable radar collision avoidance control method according to claim 1, characterized in that, The data frames used to perform the bilateral two-way ranging interaction are collectively referred to as ranging frames, which include a first ranging query frame, a first ranging response frame, a second ranging query frame, and a second ranging response frame. The ranging frame is configured with device identity information, ranging sequence number, timestamp, and data verification field; The current ranging interaction record includes communication quality information, which is generated by the ranging frame receiver based on the received signal strength, signal-to-noise ratio, packet loss status, or bit error status.

4. The portable radar collision avoidance control method according to claim 1, characterized in that, The validity verification of the ranging frame includes verification of device identity information, ranging sequence number, timestamp, data verification field, and communication quality information. If the verification results of the device identity information verification, ranging sequence number verification, timestamp verification, data verification field verification, and communication quality information verification are all passed, the ranging frame validity verification result is determined to be valid; otherwise, the ranging frame validity verification result is determined to be invalid.

5. The portable radar collision avoidance control method according to claim 1, characterized in that, The ranging observation quality judgment includes communication quality information judgment, ranging sequence number information judgment, data verification result judgment, distance change judgment, and speed change rationality judgment. When the judgment results of the communication quality information judgment, ranging sequence number information judgment, data verification result judgment, distance change judgment, and speed change rationality judgment are all passed, the ranging observation quality judgment result is determined to be passed; otherwise, the ranging observation quality judgment result is determined to be failed.

6. The portable radar collision avoidance control method according to claim 1, characterized in that, Based on the ranging observation quality assessment results, determine whether the original distance should participate in the Kalman update of the current ranging cycle, and generate the filtered distance, filtered speed, and ranging status flags for the current ranging cycle, including: If the ranging observation quality assessment result is "passed", then a Kalman update is performed, including: The original distance is used as the distance observation for the current ranging cycle. Based on the observation residual between the original distance and the predicted distance, the predicted distance and predicted velocity are updated by Kalman to obtain the filtered distance and filtered velocity for the current ranging cycle. The continuous anomaly count value is cleared to zero, and the ranging status flag is set to the normal ranging status. If the ranging observation quality assessment result is "failed", then abnormal observation processing will be performed, including: The original distance is determined as the outlier observation value, the consecutive outlier count value is incremented by 1, and the original distance is not used to perform Kalman update on the predicted distance and predicted velocity. When the continuous abnormal count value is less than the preset number, the portable vehicle radar device will use the predicted distance as the filtered distance of the current ranging cycle, use the predicted speed as the filtered speed of the current ranging cycle, and set the ranging status flag to the ranging normal state. When the continuous abnormal count value is greater than or equal to the preset number, the portable vehicle radar device will use the predicted distance as the filtered distance of the current ranging cycle, use the predicted speed as the filtered speed of the current ranging cycle, and set the ranging status flag to ranging abnormal status.

7. The portable radar collision avoidance control method according to claim 1, characterized in that, The collision risk levels include normal level, warning level, braking trigger level, and abnormal protection level. When the ranging status flag indicates an abnormal ranging status, the collision risk level is determined to be an abnormal protection level. When the ranging status flag is in the normal ranging state, the approach speed of the train relative to the ground radar equipment is determined based on the filtered speed of the current ranging cycle, and a secondary risk threshold is determined based on the approach speed. A primary risk threshold is determined based on the secondary risk threshold and the warning distance margin, wherein the primary risk threshold is greater than the secondary risk threshold. Specifically: When the ranging status flag is normal and the filtering distance of the current ranging cycle is greater than the first-level risk threshold, the collision risk level is determined to be normal. When the ranging status flag is normal, and the filtered distance of the current ranging cycle is less than or equal to the first-level risk threshold and greater than the second-level risk threshold, the collision risk level is determined to be a warning level. When the ranging status flag is normal and the filtering distance of the current ranging cycle is less than or equal to the level 2 risk threshold, the collision risk level is determined to be the braking trigger level.

8. A portable radar collision avoidance control system, characterized in that, include: The bilateral two-way ranging data acquisition module is used to perform bilateral two-way interaction with the ground radar equipment through the portable vehicle-mounted radar equipment, acquire bilateral two-way ranging data, and form the current ranging interaction record. The bilateral two-way ranging data includes forward ranging interaction data and reverse ranging interaction data. The original distance generation module is used to perform a distance frame validity check on the distance frame corresponding to the current distance measurement interaction based on the bilateral bidirectional distance measurement data, and when the distance frame validity check result is valid, calculate the one-way propagation time between the portable vehicle-mounted radar device and the ground radar device based on the bilateral bidirectional distance measurement data to generate the original distance. The distance and velocity fusion processing module is used to judge the distance observation quality based on the original distance and the current distance measurement interaction record, and to perform Kalman prediction based on the filtered distance and filtered velocity output in the previous distance measurement cycle to obtain the predicted distance and predicted velocity in the current distance measurement cycle. Based on the distance observation quality judgment result, it determines whether the original distance participates in the Kalman update of the current distance measurement cycle, and generates the filtered distance, filtered velocity and distance measurement status flag of the current distance measurement cycle. The collision risk level determination module is used to determine the collision risk level based on the filtering distance, filtering speed, and ranging status flag of the current ranging cycle. The warning and braking control output module is used to output a warning signal or a braking control signal based on the collision risk level, and to perform feedback detection and event recording on the braking control output status.

9. An electronic device, characterized in that, include: processor; as well as, Memory for storing the executable instructions of the processor; The processor is configured to execute the method of any one of claims 1 to 7 by executing the executable instructions.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 7.

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