Vehicle-mounted obstacle detection system

Abstract

The utility model discloses a vehicle-mounted obstacle detection system, which relates to the technical field of automatic driving obstacle detection, and comprises an in-train data processing device, a vehicle-mounted obstacle detection device and a vehicle-mounted obstacle detection device, the head detection equipment is mounted at the head of the train and comprises an active obstacle detection unit used for actively identifying obstacles in front when the train runs and an end wall anti-collision detection unit used for detecting the distance between the end of a line and a front train; the train bottom detection equipment is installed at the train bottom of the train and comprises a passive obstacle detection unit used for passively recognizing obstacles at the train bottom when the train runs and a comprehensive positioning unit used for positioning the train; and the auxiliary monitoring equipment for the curve section is arranged on the curve section of the ground railway and is used for assisting the train in monitoring the curve section. The detection system integrates multiple different obstacle detection modes, various obstacle types are detected, the coverage range is wide, and train operation is safer.

Description

Technical Field

[0001] The utility model relates to the technical field of automatic driving obstacle detection, and more specifically to a vehicle-mounted obstacle detection system. Background Art

[0002] As an advanced technology for the modernization of rail transit, fully automatic driving of subways is one of the development goals of subway operations. Since fully automatic driving is a systematic project involving multiple factors such as signals, stations, platform doors, driving organization, and vehicle base configuration, it places high demands on the safety, reliability, and practicality of the system. According to the statistics of train operation failures in recent years, obstacles on the line have a great impact on driving safety. Once a train collides with an obstacle, it will cause a major train accident and generate huge economic losses. Therefore, the detection of obstacles on the line is a necessary condition to ensure driving safety.

[0003] At present, the inspection of obstacles by manned trains relies on the personal visual judgment of the driver. The driver pays attention to the road conditions in real time during driving and takes emergency braking once an emergency is discovered. The emergency braking of ordinary urban rail trains depends entirely on the emergency response of the driver. Once the driver is not paying attention or fails to discover the obstacle in time, emergency braking may not be timely and cause an accident.

[0004] From the perspective of technical standards, according to IEC 62267 (Automatically Operated Urban Rail Transit (AUGT) - Safety Requirements), normative requirements are set for fully automatic driving urban rail transit trains, stipulating that DTO (GOA3 level) and FAO mode (GOA4 level) must have the function of preventing collisions with obstacles on the line and preventing collisions with pedestrians on the line.

[0005] Therefore, there is an urgent need for a vehicle-mounted obstacle detection system for obstacle detection on fully automatic unmanned driving lines. Utility Model Content

[0006] In order to overcome the defects in the prior art, the purpose of the utility model is to provide a vehicle-mounted obstacle detection system for obstacle detection in fully automatic unmanned driving lines.

[0007] In order to achieve the above objectives, the technical solution adopted by the utility model is:

[0008] A vehicle-mounted obstacle detection system, comprising:

[0009] On-board data processing equipment installed inside the train for data processing;

[0010] A front detection device installed at the front of the train, the front detection device includes an active obstacle detection unit for actively identifying obstacles ahead when the train is running and an end wall anti-collision detection unit for detecting the end of the line and the distance to the front vehicle, the active obstacle detection unit and the end wall anti-collision detection unit are both connected to the in-vehicle data processing device for communication and send detection data to the in-vehicle data processing device;

[0011] An undercarriage detection device installed under the train, the undercarriage detection device comprising a passive obstacle detection unit for passively identifying obstacles under the train when the train is running and a comprehensive positioning unit for positioning the train, the passive obstacle detection unit and the comprehensive positioning unit are both communicatively connected to the in-car data processing device and send detection positioning data to the in-car data processing device;

[0012] A curve section auxiliary monitoring device is installed in a curve section of a ground railway and is used to assist a train in monitoring the curve section. The curve section auxiliary monitoring device is communicatively connected to the in-vehicle data processing device and sends monitoring data to the in-vehicle data processing device.

[0013] Preferably, the active obstacle detection unit includes a laser radar and a millimeter-wave radar installed at the head of the train for detection and ranging, and a close-range monitoring camera and a long-range monitoring camera for capturing images of the front. The laser radar, millimeter-wave radar, close-range monitoring camera and long-range monitoring camera are all communicatively connected to the in-vehicle data processing device and send the collected data to the in-vehicle data processing device.

[0014] Preferably, the active obstacle detection unit further comprises a binocular vision camera installed at the head of the train for capturing images ahead, wherein the binocular vision camera is communicatively connected to the in-vehicle data processing device and sends image data to the in-vehicle data processing device.

[0015] Preferably, the end wall anti-collision detection unit includes a secondary radar installed at the head of the train for communicating with the preceding vehicle or the end wall radar unit, wherein the secondary radar is a pulse compression radar, and the secondary radar is communicatively connected to the in-vehicle data processing device and sends the radar data to the in-vehicle data processing device.

[0016] Preferably, the passive obstacle detection unit comprises a collision beam mechanism arranged at the bottom of the train for detecting a collision between the train and an obstacle on the track during the running of the train.

[0017] Preferably, the collision beam mechanism includes a detection beam, a spring and a displacement sensor; the detection beam is horizontally installed on the bottom of the train, the spring is installed at both ends of the detection beam and is located between the detection beam and the bottom of the train, the spring is compressed after the detection beam collides with an obstacle under the train, the displacement sensor is installed next to the spring and is communicatively connected to the in-vehicle data processing equipment, and the displacement sensor detects the spring compression and sends the compression data to the in-vehicle data processing equipment.

[0018] Preferably, the curve section auxiliary monitoring equipment includes a plurality of monitoring cameras, which are installed at intervals in the curve section of the railway and are communicatively connected to the on-board data processing equipment. The monitoring cameras monitor obstacles in the curve section and send obstacle monitoring information to the on-board data processing equipment.

[0019] Preferably, the in-vehicle data processing device includes a cabinet, a computer and a power supply, the computer and the power supply are both installed in the cabinet, and the computer is electrically connected to the power supply.

[0020] Beneficial effects of the utility model:

[0021] The utility model provides a vehicle-mounted obstacle detection system, in which an active obstacle detection unit actively identifies obstacles ahead when the train is running; an end wall anti-collision detection unit detects the end of the line and the distance to the preceding vehicle when the train is running; a passive obstacle detection unit passively identifies obstacles under the vehicle when the train is running; a curve section auxiliary monitoring device assists the train in monitoring the curve section to solve the problem of visual blind spots of the wheels in the curve section; the detection system integrates a variety of different obstacle detection methods, detects various obstacle types, has a wide coverage, and makes train operation safer. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 Schematic diagram of the vehicle-mounted obstacle detection system of the utility model Figure 1 ;

[0023] Figure 2 Schematic diagram of the vehicle-mounted obstacle detection system of the utility model Figure 2 ;

[0024] Figure 3 This is the active obstacle flow chart of the utility model;

[0025] Figure 4 This is a schematic diagram of passive obstacle detection of the utility model;

[0026] Reference numerals:

[0027] 1. In-vehicle data processing equipment; 11. Cabinet; 12. Computer; 13. Power supply; 2. Active obstacle detection unit; 21. LiDAR; 22. Millimeter-wave radar; 23. Close-range monitoring camera; 24. Long-range monitoring camera; 25. Binocular vision camera; 3. End wall anti-collision detection unit; 31. Secondary radar; 4. Passive obstacle detection unit; 41. Detection beam; 42. Spring; 43. Displacement sensor; 5. Integrated positioning unit; 6. Curve segment auxiliary monitoring equipment; 61. Monitoring camera. DETAILED DESCRIPTION

[0028] The concept, specific structure and technical effects of the present invention will be clearly and completely described below in combination with the embodiments and drawings to fully understand the purpose, features and effects of the present invention.

[0029] Example 1

[0030] A vehicle-mounted obstacle detection system, such as Figure 1 and 2 As shown, including:

[0031] An in-vehicle data processing device 1 installed inside the train for performing data processing;

[0032] The front detection device installed at the front of the train includes an active obstacle detection unit 2 for actively identifying obstacles ahead when the train is running and an end wall anti-collision detection unit 3 for detecting the end of the line and the distance to the front vehicle. Both the active obstacle detection unit 2 and the end wall anti-collision detection unit 3 are connected to the in-vehicle data processing device 1 for communication and send detection data to the in-vehicle data processing device 1;

[0033] The undercarriage detection device installed under the train includes a passive obstacle detection unit 4 for passively identifying obstacles under the train when the train is running and a comprehensive positioning unit 5 for positioning the train. Both the passive obstacle detection unit 4 and the comprehensive positioning unit 5 are connected to the in-car data processing device 1 for communication and send the detection positioning data to the in-car data processing device 1.

[0034] The curve section auxiliary monitoring device 6 is installed in the curve section of the ground railway and is used to assist the train to monitor the curve section. The curve section auxiliary monitoring device 6 is communicatively connected with the in-vehicle data processing device 1 and sends the monitoring data to the in-vehicle data processing device 1.

[0035] like Figure 1 and 2 As shown, the vehicle-mounted obstacle detection system of this embodiment mainly includes four parts: a front vehicle detection device, a bottom vehicle detection device, an in-vehicle data processing device, and a curve section auxiliary monitoring device.

[0036] Specifically, the front detection equipment is divided into an active obstacle detection unit 2 and an end wall anti-collision detection unit 3. The active obstacle detection unit 2 is used to identify obstacles in front of the vehicle; the end wall anti-collision detection unit 3 is used to detect the end of the line and the distance to the vehicle in front. The under-vehicle detection equipment is mainly a passive obstacle detection unit 4 and a comprehensive positioning unit 5. The curve section auxiliary monitoring equipment 6 is mainly used to assist the vehicle in monitoring the curve section and solve the problem of visual blind spots of the wheels in the curve section. The in-vehicle data processing equipment 1 is used to process the detection data of the front detection equipment, the under-vehicle detection equipment and the curve section auxiliary monitoring equipment to obtain obstacle detection and identification results.

[0037] Example 2

[0038] This embodiment further describes the active obstacle detection unit 2 based on the embodiment 1. Figure 1 and 2 As shown, the active obstacle detection unit 2 includes a laser radar 21 and a millimeter wave radar 22 installed at the head of the train for detection and ranging, and a close-range monitoring camera 23 and a long-range monitoring camera 24 for capturing images in front. The laser radar 21, the millimeter wave radar 22, the close-range monitoring camera 23 and the long-range monitoring camera 24 are all connected to the in-vehicle data processing device 1 in communication and send the collected data to the in-vehicle data processing device 1. The active obstacle detection unit 2 also includes a binocular vision camera 25 installed at the head of the train for capturing images in front. The binocular vision camera 25 is connected to the in-vehicle data processing device 1 in communication and sends the image data to the in-vehicle data processing device 1.

[0039] In this embodiment, the active obstacle detection unit 2 realizes obstacle recognition in front of the vehicle through image recognition technology and radar technology. Figure 3 As shown in the figure, active obstacle detection mainly consists of three detection modules: video surveillance camera (including close-range surveillance camera 23 and long-range surveillance camera 24), millimeter wave radar 22, and laser radar 21. Binocular vision camera 25 is used as an alternative detection device. Each detection module collects and analyzes tunnel status data, obtains the limit violation status of the running line, and sends it to the in-vehicle data processing device 1. The algorithm analyzes it to obtain the final three-dimensional point cloud and video data. By extracting the spatial feature information of the running line in front of the train (including track, contact network, tunnel, etc.), and according to the vehicle limit requirements, through the intelligent decision-making machine, the obstacles in front of the track area are judged, and finally the command is sent to the braking system.

[0040] In this embodiment, detection methods can be performed in different scenarios: in tunnels, a detection technology combining a laser radar 21 and a binocular vision camera 25 is used; on elevated lines or ground lines, a detection technology of a millimeter-wave radar 22 is used, combined with a near-field monitoring camera 23 and a long-field monitoring camera 24 to improve detection accuracy.

[0041] Example 3

[0042] This embodiment is further described on the basis of embodiment 2. Figure 1 and 2 As shown, the end wall anti-collision detection unit 3 includes a secondary radar 31 installed at the head of the train for communicating with the preceding vehicle or the end wall radar unit. The secondary radar 31 is a pulse compression radar. The secondary radar 31 is communicatively connected to the in-vehicle data processing device 1 and sends radar data to the in-vehicle data processing device 1.

[0043] In this embodiment, a pulse compression radar system is used in combination with communication response technology. The system detects the distance to the front vehicle or end wall by real-time communication with the front vehicle or end wall radar equipment. A query-response ranging mechanism is established based on the front and rear radar equipment. The main working steps are as follows:

[0044] 1) The train sends an inquiry signal to the preceding train or the end wall radar unit;

[0045] 2) After the front vehicle or end wall radar unit receives the inquiry signal, it will send a response signal to the radar unit of the vehicle itself after signal identification and data verification if it meets the predetermined communication protocol;

[0046] 3) By calculating the time difference Δt from sending the inquiry signal to receiving the ranging response signal, the vehicle distance and speed are estimated using L=v×Δt / 2 (where v is the speed of light and Δt is the transmission time of the RF signal).

[0047] Example 4

[0048] This embodiment is further described on the basis of embodiment 3. Figure 1 , 2 As shown in Figure 4, the passive obstacle detection unit 4 includes a collision beam mechanism arranged at the bottom of the train for detecting the collision with obstacles on the track during the operation of the train. The collision beam mechanism includes a detection beam 41, a spring 42 and a displacement sensor 43; the detection beam 41 is horizontally installed at the bottom of the train, the spring 42 is assembled at both ends of the detection beam 41 and is located between the detection beam 41 and the bottom of the train, the spring 42 is compressed after the detection beam 41 collides with the obstacle at the bottom of the train, the displacement sensor 43 is assembled beside the spring 42 and is connected to the in-vehicle data processing device 1 for communication, and the displacement sensor 43 detects the compression of the spring 42 and sends the compression data to the in-vehicle data processing device 1.

[0049] In this embodiment, when the train collides with an obstacle on the track during operation, part of the kinetic energy will be converted into elastic potential energy of the spring 42 through the detection beam 41. At the same time, the spring 42 will be displaced, and this displacement will be detected by the displacement sensor 43. When the displacement exceeds the set value, the sensor will be triggered to generate a signal, and the in-vehicle data processing device 1 will transmit it to the electrical system, and the electrical system will disconnect the train braking safety circuit, causing the train to generate emergency braking. At the same time, the signal is uploaded to the control center via TCMS.

[0050] Example 5

[0051] This embodiment is further described on the basis of embodiment 4. Figure 1 and 2 As shown, the curve section auxiliary monitoring equipment 6 includes a plurality of monitoring cameras 61, which are installed at intervals in the curve section of the railway and are communicatively connected to the on-board data processing equipment 1. The monitoring cameras 61 monitor obstacles in the curve section and send obstacle monitoring information to the on-board data processing equipment 1.

[0052] Currently, all types of vehicle-mounted obstacle detection devices have the problem of detection distance being blocked in curved sections. This problem has become a major shortcoming of various detection systems and should be solved.

[0053] To solve this problem, monitoring cameras 61 are set at certain intervals in the curve section to intelligently identify the front-end line. When foreign objects are found to intrude, the information is automatically sent to the station host via the in-vehicle data processing device 1 for the latter to make a comprehensive judgment.

[0054] Example 6

[0055] This embodiment is further described on the basis of embodiment 5. Figure 1 and 2 As shown, the in-vehicle data processing device 1 includes a cabinet 11 , a computer 12 and a power supply 13 . The computer 12 and the power supply 13 are both installed in the cabinet 11 , and the computer 12 is electrically connected to the power supply 13 .

[0056] The vehicle-mounted obstacle detection system of this embodiment includes electrical equipment such as a computer 12, a power supply 13, a laser radar 21, a millimeter-wave radar 22, a close-range monitoring camera 23, a long-range monitoring camera 24, a binocular vision camera 25, a secondary radar 31, a displacement sensor 43, an integrated positioning unit 5, and a monitoring camera 61, which can all be electrical equipment of a specific model in the prior art. This embodiment does not improve its specific structure, but only improves its connection method to realize the vehicle-mounted obstacle detection function.

[0057] The implementation methods of the present invention are described in detail above, but the present invention is not limited to the described embodiments. Those skilled in the art may make various equivalent modifications or substitutions without violating the spirit of the present invention, and these equivalents or substitutions are all included in the scope defined by the claims of the present invention.

Claims

1. A vehicle-mounted obstacle detection system, characterized in that: include: An on-board data processing device (1) installed inside the train for performing data processing; A front-end detection device installed at the front of a train, the front-end detection device comprising an active obstacle detection unit (2) for actively identifying obstacles ahead when the train is running, and an end-wall anti-collision detection unit (3) for detecting the end of a line and the distance to a preceding vehicle, the active obstacle detection unit (2) and the end-wall anti-collision detection unit (3) both being communicatively connected to the in-vehicle data processing device (1) and sending detection data to the in-vehicle data processing device (1); An undercarriage detection device installed on the undercarriage of a train, the undercarriage detection device comprising a passive obstacle detection unit (4) for passively identifying obstacles under the train when the train is running and a comprehensive positioning unit (5) for positioning the train, the passive obstacle detection unit (4) and the comprehensive positioning unit (5) both being communicatively connected to the in-car data processing device (1) and transmitting detection positioning data to the in-car data processing device (1); A curve section auxiliary monitoring device (6) is installed in a curve section of a ground railway and is used to assist a train in monitoring the curve section. The curve section auxiliary monitoring device (6) is communicatively connected to the in-vehicle data processing device (1) and sends monitoring data to the in-vehicle data processing device (1).

2. The vehicle-mounted obstacle detection system according to claim 1, characterized in that: The active obstacle detection unit (2) comprises a laser radar (21) and a millimeter wave radar (22) installed at the head of the train for detection and ranging, and a close-range monitoring camera (23) and a long-range monitoring camera (24) for capturing images of the front. The laser radar (21), the millimeter wave radar (22), the close-range monitoring camera (23) and the long-range monitoring camera (24) are all connected to the in-vehicle data processing device (1) for communication and send collected data to the in-vehicle data processing device (1).

3. The vehicle-mounted obstacle detection system according to claim 2, characterized in that: The active obstacle detection unit (2) further comprises a binocular vision camera (25) installed at the front of the train for capturing images of the front, wherein the binocular vision camera (25) is communicatively connected to the in-vehicle data processing device (1) and transmits image data to the in-vehicle data processing device (1).

4. The vehicle-mounted obstacle detection system according to claim 1, characterized in that: The end wall anti-collision detection unit (3) comprises a secondary radar (31) installed at the head of the train for communicating with the preceding train or the end wall radar unit. The secondary radar (31) is a pulse compression radar. The secondary radar (31) is communicatively connected to the in-vehicle data processing device (1) and transmits radar data to the in-vehicle data processing device (1).

5. The vehicle-mounted obstacle detection system according to claim 1, characterized in that: The passive obstacle detection unit (4) comprises a collision beam mechanism arranged at the bottom of the train and used for detecting collision between the train and obstacles on the track during the running process.

6. The vehicle-mounted obstacle detection system according to claim 5, characterized in that: The collision beam mechanism comprises a detection beam (41), a spring (42) and a displacement sensor (43); The detection beam (41) is horizontally mounted on the bottom of a train. The spring (42) is mounted at both ends of the detection beam (41) and is located between the detection beam (41) and the bottom of the train. After the detection beam (41) collides with an obstacle under the train, the spring (42) is compressed. The displacement sensor (43) is mounted beside the spring (42) and is communicatively connected to the in-vehicle data processing device (1). The displacement sensor (43) detects the compression of the spring (42) and sends the compression data to the in-vehicle data processing device (1).

7. The vehicle-mounted obstacle detection system according to claim 1, characterized in that: The curve section auxiliary monitoring device (6) comprises a plurality of monitoring cameras (61), wherein the plurality of monitoring cameras (61) are installed at intervals in the curve section of the railway and are communicatively connected to the on-board data processing device (1), and the monitoring cameras (61) monitor obstacles in the curve section and transmit obstacle monitoring information to the on-board data processing device (1).

8. The vehicle-mounted obstacle detection system according to claim 1, characterized in that: The in-vehicle data processing device (1) comprises a cabinet (11), a computer (12) and a power supply (13); the computer (12) and the power supply (13) are both installed in the cabinet (11); and the computer (12) is electrically connected to the power supply (13).

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