Space-time feature fusion train trajectory autonomous verification heat dissipation shell

Abstract

The utility model relates to rail transit intelligent control technical field discloses space feature fusion train trajectory autonomous check heat dissipation shell, including car body shell, the inner top wall of car body shell is installed with trajectory check mechanism, trajectory check mechanism is used for correcting the driving trajectory of train, the top wall of car body shell is installed with circulating cooling mechanism, and circulating cooling mechanism is used for heat dissipation to car body shell, the trajectory check mechanism includes first laser radar, first laser radar installs in the left side of the front end of car body shell, and the right side of the front end of car body shell is installed with first binocular camera, in the utility model, the first laser radar and second laser radar of car body shell installation and first binocular camera and second binocular camera continuously transmit depth image data to controller detection barrier, obtain locomotive surrounding environment and positioning information, realize the detection perception of the information of the way key.

Description

Technical Field

[0001] This utility model relates to the field of intelligent control technology for rail transit, and in particular to a heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion. Background Technology

[0002] Electric traction machines are specialized electric equipment used for low-speed movement and precise positioning of rail transit vehicles. They are mainly used for online shunting operations in port loading towers. Currently, the operation is completed using wireless remote operation from the loading tower. In order to better meet people's intelligent needs during use, electric traction machines have integrated a variety of advanced technologies and have gradually developed into spatiotemporal feature fusion trains. The trajectory autonomous verification heat dissipation shell is one of the important components of spatiotemporal feature fusion trains.

[0003] The spatiotemporal feature fusion train trajectory autonomous verification heat dissipation shell is a key technology equipment for rail transit that integrates advanced sensing, intelligent decision-making, and efficient heat dissipation functions. It aims to improve the safety, reliability, and intelligence level of train operation. It mainly consists of a multi-source sensing acquisition system for collecting data, a data processing and feature extraction system for information processing, a trajectory modeling and deviation detection system for trajectory correction, and auxiliary functions for intelligent heat dissipation and thermal management. Its core lies in achieving more efficient trajectory control and system heat dissipation by fusing and analyzing the temporal and spatial characteristics of the train during operation. However, existing spatiotemporal feature fusion trains are susceptible to weather and monitoring equipment effects, and the line of sight for remote control operations may be interfered with, leading to misjudgments of obstacles and switches in front of the vehicle, which can easily cause safety hazards. Utility Model Content

[0004] To overcome the above shortcomings, this utility model provides a heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion. It aims to improve the existing spatiotemporal feature fusion trains, which are susceptible to weather and monitoring equipment influences, and the remote control operation line of sight may be interfered with, leading to misjudgments of obstacles and switches in front of the vehicle, which can easily cause safety hazards.

[0005] To achieve the above objectives, this utility model adopts the following technical solution: a heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion, comprising a carriage shell, a trajectory verification mechanism installed on the inner top wall of the carriage shell for correcting the train's trajectory, a circulating cooling mechanism installed on the top wall of the carriage shell for dissipating heat from the carriage shell; the trajectory verification mechanism includes a first lidar, which is installed on the front left side of the carriage shell, a first binocular camera installed on the front right side of the carriage shell, a power exchanger installed on the front side of the inner top wall of the carriage shell, a second lidar installed on the rear right side of the carriage shell, both the first and second lidars being electrically connected to the power exchanger, a second binocular camera installed on the rear right side of the carriage shell, and a controller installed in the middle of the inner top wall of the carriage shell, the controller being electrically connected to the power exchanger, and both the first and second binocular cameras being electrically connected to the controller.

[0006] As a further description of the above technical solution: The circulating cooling mechanism includes a circulating pump, which is installed on the rear side of the top wall of the carriage shell. One end of the circulating pump is connected to a water supply pipe, and the other end of the circulating pump is connected to a circulating pipe. The end of the water supply pipe is connected to a water tank. The outer wall of the circulating pipe is fitted with multiple heat dissipation fins, and the bottom ends of the multiple heat dissipation fins are fixedly connected to the top wall of the carriage shell. The top wall of the carriage shell is fixedly connected with multiple pipe clips, and the inner walls of the multiple pipe clips are slidably connected to the outer wall of the circulating pump.

[0007] As a further description of the above technical solution: A sealing ring is fixedly connected to the rear side of the outer wall of the water supply pipe, and the rear side of the outer wall of the sealing ring is fixedly connected to the front side of the outer wall of the water tank.

[0008] As a further description of the above technical solution: Multiple first observation windows are installed on the left and right sides of the carriage shell, and two second observation windows are installed on the front and rear sides of the carriage shell.

[0009] As a further description of the above technical solution: The left and right sides of the outer shell of the carriage are equipped with sensor doors, and the front and rear sides of the outer shell of the carriage are equipped with sliding doors.

[0010] As a further description of the above technical solution: Two seats are installed on the left and right sides of the inner bottom wall of the carriage shell, and armrests are fixedly connected to the left and right sides of the two seats.

[0011] As a further description of the above technical solution: The bottom wall of the carriage shell is equipped with a device box on both the front and rear sides, and multiple rollers are installed on the left and right sides of the device box.

[0012] As a further description of the above technical solution: The bottom of the roller is provided with a track, and the top wall of the track is slidably connected to the outer side of the roller.

[0013] This utility model has the following beneficial effects: 1. In this utility model, the first and second lidars installed on the outer shell of the carriage, as well as the first binocular camera and the second binocular camera, continuously transmit depth image data to the controller to detect obstacles, obtain the surrounding environment and positioning information of the locomotive, realize the detection and perception of key information during the journey, transmit alarm and control information to the locomotive control system, realize deceleration and braking control, reduce the interference of extreme weather on the operator's line of sight, and avoid safety accidents.

[0014] 2. In this utility model, when the circulation pump is started, the circulation pump works to transport the coolant stored in the water tank from the water supply pipe to the circulation pipe. The circulation pipe is laid in multiple sections with bends to increase the residence time of the coolant in the pipe and extend the contact time between the low-temperature coolant and the high-temperature car body shell. The contact between the heat sink and the circulation pipe improves the cooling effect of the coolant. The circulation of the coolant in the pipe will greatly improve the heat dissipation efficiency. Attached Figure Description

[0015] Figure 1 A three-dimensional view of the heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion proposed in this utility model; Figure 2 This is a front view of the heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion proposed in this utility model; Figure 3 This is a schematic diagram of the trajectory verification mechanism of the heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion proposed in this utility model. Figure 4 This is a rear view of the heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion proposed in this utility model. Figure 5 This is a schematic diagram of the circulating cooling mechanism of the heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion proposed in this utility model.

[0016] Legend: 1. Carriage shell; 2. Track verification mechanism; 201. First lidar; 202. First binocular camera; 203. Switch; 204. Controller; 205. Second lidar; 206. Second binocular camera; 3. Circulation cooling mechanism; 301. Circulation pump; 302. Water supply pipe; 303. Circulation pipe; 304. Heat sink; 305. Water tank; 306. Pipe clamp; 4. Seating ring; 5. First observation window; 6. Second observation window; 7. Sensor door; 8. Sliding door; 9. Seat; 10. Handrail; 11. Device box; 12. Roller; 13. Track. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0018] Reference Figure 2 , Figure 3 and Figure 4This utility model provides an embodiment of a train trajectory autonomous verification and heat dissipation shell based on spatiotemporal feature fusion, comprising a carriage shell 1, a trajectory verification mechanism 2 installed on the inner top wall of the carriage shell 1 for correcting the train's trajectory, and a circulating cooling mechanism 3 installed on the top wall of the carriage shell 1 for dissipating heat from the carriage shell 1; the trajectory verification mechanism 2 includes a first laser radar 201, model LS25E, which calculates distance by emitting a laser beam, measuring its round-trip flight time to the target, and using a scanning system to determine the beam direction, thereby achieving high-resolution scanning of the track 13 and accurately identifying foreign objects during the journey. The first laser radar 201 is installed... A first binocular camera 202 is installed on the front left side of the carriage shell 1, and a second binocular camera 202 is installed on the front right side of the carriage shell 1. The first binocular camera 202 is a CP70-12-M / C-167 model. It synchronously acquires high-resolution images through two global shutter cameras, calculates parallax using a stereo matching algorithm, and achieves real-time 3D depth information extraction in dynamic scenes by combining hardware microsecond-level synchronization technology and a high-speed interface. A switch 203 is installed on the front side of the inner top wall of the carriage shell 1. The switch 203 is a TNS5800 model, which achieves hardware-level link redundancy direct connection through a gigabit M12 interface. At the same time, it uses the PTP precise time protocol to achieve sub-microsecond-level synchronization accuracy, realizing low-frequency multi-source data transmission for the train. High-reliability transmission and precise time alignment are achieved through a second lidar 205 mounted on the rear right side of the carriage shell 1. The second lidar 205, model LS25E, calculates distance by emitting a laser beam and measuring its round-trip flight time to the target. A scanning system is used to determine the beam direction, enabling high-resolution scanning of the track 13 and accurate identification of foreign objects during transit. Both the first lidar 201 and the second lidar 205 are electrically connected to a switch 203. A second binocular camera 206, model CP70-12-M / C-167, is mounted on the rear right side of the carriage shell 1. It synchronously acquires high-resolution images using two global shutter cameras. For example, using a stereo matching algorithm to calculate parallax, combined with hardware microsecond-level synchronization technology and high-speed interface to achieve real-time 3D depth information extraction in dynamic scenes, a controller 204 is installed in the middle of the inner top wall of the carriage shell 1. The controller 204 adopts the ETCS-2 model. It realizes two-way data interaction between the train and the ground through wireless communication. The movement authorization is dynamically generated by the wireless block center. Combined with the transponder for precise positioning and train occupancy detection, the train speed is monitored in real time and a protection curve is generated to ensure safe and efficient operation under multi-level lines. It is used to control the train's driving status. The controller 204 is electrically connected to the switch 203. The first binocular camera 202 and the second binocular camera 206 are both electrically connected to the controller 204.The bottom wall of the carriage shell 1 is equipped with a device box 11 on both the front and rear sides, and the train drive device is installed inside the device box 11. Multiple rollers 12 are installed on the left and right sides of the device box 11 to drive the train. The bottom of the roller 12 is provided with a track 13, and the top wall of the track 13 is slidably connected to the outer side of the roller 12. Specifically, during train operation, the first lidar 201 and the second lidar 205, installed at the front and rear ends of the carriage shell 1 respectively, continuously and actively emit high-density laser beams to scan and detect the track 13 and surrounding area in real time along the train's direction of travel. When the laser beams come into contact with objects, they reflect to form laser point data. This data is transmitted to the exchange 203, which converts the laser point data into electrical signals and transmits them to the controller 204. Once the lidar detects an obstacle near the track 13, the controller 204 immediately sends the obstacle's specific location information to the system decision module. Simultaneously, the front of the carriage shell 1... The first binocular camera 202 and the second binocular camera 206 installed at both ends continuously capture images of the scene in the direction of train travel, generating depth image data. This depth image data is then transmitted to the controller 204 in real time. Image recognition technology is used to assist in the detection of obstacles in the area. After analysis and processing, the controller accurately detects and perceives obstacles, forks, and traffic lights that appear during train travel. Finally, the system decision module transmits the generated alarm information and specific control commands to the train's control system. By controlling the rollers 12 at the bottom of the train, the controller can achieve timely deceleration and emergency braking of the train, ensuring train safety.

[0019] Reference Figure 1 , Figure 2 and Figure 5 The circulating cooling mechanism 3 includes a circulating pump 301, model OWP-BL43-440T, driven by a DC brushless motor. Its speed is adjusted by a signal, and it uses magnetic transmission to drive a single-stage centrifugal impeller to rotate and deliver coolant, promoting coolant circulation. The circulating pump 301 is installed on the rear side of the top wall of the carriage shell 1. One end of the circulating pump 301 is connected to a water supply pipe 302, and the other end is connected to a circulation pipe 303. The end of the water supply pipe 302 is connected to a water tank 305. The circulation pipe 303 is used to store coolant. Multiple heat sinks 304 are fitted on the outer wall of the circulation pipe 303. The bottom ends of the multiple heat sinks 304 are fixedly connected to the top wall of the outer shell 1 of the carriage. Multiple pipe clips 306 are fixedly connected to the top wall of the outer shell 1 of the carriage to fix the circulation pipe 303. The inner walls of the multiple pipe clips 306 are slidably connected to the outer wall of the circulation pump 301. A sealing ring 4 is fixedly connected to the rear side of the outer wall of the water supply pipe 302 to prevent the water tank 305 from leaking. The rear side of the outer wall of the sealing ring 4 is fixedly connected to the front side of the outer wall of the water tank 305. Specifically, during train operation, the circulation pump 301 is started, generating power to transport the coolant stored in the water tank 305 through the water supply pipe 302 to the circulation pipe 303 laid on the inner side of the carriage shell 1. The circulation pipe 303 is laid on the carriage shell 1 in a multi-section tortuous manner, increasing the flow path length of the coolant within the circulation pipe 303 and extending the residence time of the coolant in the pipe. This prolongs the contact time between the coolant, which is at a lower temperature, and the carriage shell 1, which is at a higher temperature, thus more fully absorbing the heat from the carriage shell 1. Meanwhile, multiple sets of heat dissipation fins 304 are in close contact with the circulation pipe 303, increasing the heat exchange area and enhancing the coolant's own heat exchange capacity. The cooling effect is enhanced by the continuous circulation of coolant within the circulation pipe 303, which absorbs heat and dissipates it through the heat sink 304, significantly increasing the overall system's heat dissipation efficiency. The pipe clips 306, installed at intervals on the outside of the circulation pipe 303, secure it to the outer shell 1 of the carriage, ensuring close contact even during train operation, preventing separation due to vibration and minimizing heat dissipation. The sealing ring 4 fills the gap between the water tank 305 and the water supply pipe 302, preventing coolant leakage during transport and ensuring the normal operation of the cooling system.

[0020] Reference Figure 1 , Figure 2 and Figure 3 Multiple first observation windows 5 are installed on the left and right sides of the outer shell 1 of the carriage for observing both sides of the train. Two second observation windows 6 are installed on the front and rear sides of the outer shell 1 of the carriage for observing the condition of adjacent carriages. A sensor door 7 is installed in the middle of the left and right sides of the outer shell 1 of the carriage. The sensor door 7 adopts the model KNET-PHM3. It receives data from the laser anti-pinch sensor, vibration and temperature sensor through the door control unit, drives the dual redundant motor to control the opening and closing of the door, and at the same time monitors the door status in real time and uploads data with the help of the management system, realizing the coordinated operation of intelligent sensing, safety protection and fault early warning, facilitating the entry and exit of personnel. A sliding door 8 is installed in the middle of the front and rear sides of the outer shell 1 of the carriage for facilitating the movement of personnel in adjacent carriages. Two seats 9 are installed on the left and right sides of the inner bottom wall of the outer shell 1 of the carriage. Handrails 10 are fixedly connected to the left and right sides of the two seats 9 for the convenience of passengers. Specifically, the first observation window 5 and the second observation window 6 installed around the outer shell 1 of the carriage allow passengers inside the carriage to observe the road conditions, environment and scenery along the line at any time. The sensor door 7 installed on the side of the outer shell 1 of the carriage can recognize passengers and open or close automatically, making it convenient for passengers to get on and off the train. The seats 9 are installed inside the carriage, making it convenient for passengers to sit and rest during the train's journey.

[0021] Working principle: During train operation, the first lidar 201 and the second lidar 205 installed at the front and rear of the carriage shell 1 continuously and actively emit high-density laser beams to detect the area around the track 13 in the direction of train travel. The laser point data is transmitted to the exchange 203, which converts it into electrical signals and transmits them to the controller 204. Once an obstacle is detected near the track 13, the obstacle location information is sent to the decision module. At the same time, the first binocular camera 202 and the second binocular camera 206 installed at the front and rear of the carriage shell 1 continuously take pictures of the scene in the direction of train travel and transmit the depth image data to the controller 204 to detect obstacles in the area. The detection results are sent to the system decision module to obtain the surrounding environment and positioning information of the locomotive. This enables the detection and perception of key information such as obstacles, switches, and signal lights during the locomotive's movement. Finally, alarm and control information are transmitted to the locomotive's control system to achieve deceleration and braking control of the locomotive. During train operation, the circulation pump 301 is started, and the circulation pump 301 begins to work, transporting the coolant stored inside the water tank 305 from the water supply pipe 303 to the circulation pipe 303. The circulation pipe 303 is laid out in a multi-segment tortuous manner, which increases the residence time of the coolant in the pipe and prolongs the contact time between the coolant at a lower temperature and the outer shell 1 of the carriage at a higher temperature. Meanwhile, the heat sink 304 contacts the circulation pipe 302, which improves the cooling effect of the coolant. As the coolant circulates in the pipe, the heat dissipation efficiency is greatly increased. The pipe clamp 306 on the outside of the circulation pipe 303 ensures that the circulation pipe 303 always maintains close contact with the outer shell 1 of the carriage during train operation, preventing the circulation pipe 303 from separating from the outer shell 1 due to carriage vibration, which would greatly reduce the heat dissipation effect.

[0022] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion, comprising a carriage shell (1), characterized in that: The inner top wall of the carriage shell (1) is equipped with a trajectory verification mechanism (2), which is used to correct the train's driving trajectory. The top wall of the carriage shell (1) is equipped with a circulating cooling mechanism (3), which is used to dissipate heat from the carriage shell (1). The trajectory verification mechanism (2) includes a first laser radar (201), which is installed on the left front end of the carriage shell (1). A first binocular camera (202) is installed on the right front end of the carriage shell (1). A switch (203) is installed on the front side of the inner top wall of the carriage shell (1). A second laser radar (205) is installed on the right rear end of the carriage shell (1). The first laser radar (201) and the second laser radar (205) are both electrically connected to the switch (203). A second binocular camera (206) is installed on the right rear end of the carriage shell (1). A controller (204) is installed in the middle of the inner top wall of the carriage shell (1). The controller (204) is electrically connected to the switch (203). The first binocular camera (202) and the second binocular camera (206) are both electrically connected to the controller (204).

2. The heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion as described in claim 1, characterized in that: The circulating cooling mechanism (3) includes a circulating pump (301), which is installed on the rear side of the top wall of the carriage shell (1). One end of the circulating pump (301) is connected to a water supply pipe (302), and the other end of the circulating pump (301) is connected to a circulating pipe (303). The end of the water supply pipe (302) is connected to a water tank (305). The outer wall of the circulating pipe (303) is fitted with a plurality of heat sinks (304). The bottom ends of the plurality of heat sinks (304) are fixedly connected to the top wall of the carriage shell (1). The top wall of the carriage shell (1) is fixedly connected with a plurality of pipe clips (306), and the inner walls of the plurality of pipe clips (306) are slidably connected to the outer wall of the circulating pump (301).

3. The heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion as described in claim 2, characterized in that: A sealing ring (4) is fixedly connected to the rear side of the outer wall of the water supply pipe (302), and the rear side of the outer wall of the sealing ring (4) is fixedly connected to the front side of the outer wall of the water tank (305).

4. The heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion as described in claim 1, characterized in that: Multiple first observation windows (5) are installed on the left and right sides of the outer shell (1) of the carriage, and two second observation windows (6) are installed on the front and rear sides of the outer shell (1).

5. The heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion according to claim 1, characterized in that: The left and right sides of the outer shell (1) of the carriage are equipped with sensor doors (7), and the front and rear sides of the outer shell (1) of the carriage are equipped with sliding doors (8).

6. The heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion according to claim 1, characterized in that: Two seats (9) are installed on the left and right sides of the inner bottom wall of the outer shell (1) of the carriage, and armrests (10) are fixedly connected to the left and right sides of the two seats (9).

7. The heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion according to claim 1, characterized in that: The bottom wall of the carriage shell (1) is equipped with a device box (11) on both the front and rear sides, and multiple rollers (12) are installed on the left and right sides of the device box (11).

8. The heat dissipation shell for autonomous verification of train trajectory based on spatiotemporal feature fusion according to claim 7, characterized in that: The bottom of the roller (12) is provided with a track (13), and the top wall of the track (13) is slidably connected to the outer side of the roller (12).

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