CN113954912A - Security protection method and device, electronic equipment and readable storage medium - Google Patents
Security protection method and device, electronic equipment and readable storage medium Download PDFInfo
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Abstract
The embodiment of the application provides a safety protection method and device, electronic equipment and a readable storage medium, and relates to the technical field of rail transit. According to the safety protection method, the spacing distance between the degradation vehicle and the communication normal vehicle and the running direction of the degradation vehicle are collected through the vehicle-mounted intelligent eagle eye system, and the movement authorization range is recalculated according to the obtained initial movement authorization range and the spacing distance and the running direction, so that the movement authorization range of the communication normal vehicle and the route where the degradation vehicle is located keep a certain safety distance, and the running safety of a train is improved.
Description
Technical Field
The present application relates to the field of rail transit technologies, and in particular, to a safety protection method, apparatus, electronic device, and readable storage medium.
Background
At present, no matter a train operation control system based on traditional communication or a train operation control system based on vehicle-to-vehicle communication, when communication between a train and the ground fails, the train can only be degraded and then operates on a line. After the train is degraded, a train operation control system plans a degraded train path for the degraded train (namely, a degraded train), and performs resource blocking on the degraded train path, so that the movement authorization of the normal train is not overlapped with the degraded train path, and a worker drives the degraded train to run on the degraded train path. However, if the situation that the worker drives the degraded vehicle to drive out of the degraded vehicle path for running in a manner of invading the limit, the normal communication vehicles in front of and behind the degraded vehicle cannot identify the degraded vehicle in time, so that the movement authorization of the normal communication vehicle is overlapped with the path where the degraded vehicle is located, and the safety risk is extremely high.
Disclosure of Invention
Embodiments of the present application provide a security protection method, apparatus, electronic device, and readable storage medium to solve the above problems.
According to a first aspect of the embodiments of the present application, there is provided a safety protection method, which is applied to a normal communication vehicle, where the normal communication vehicle is equipped with a vehicle-mounted intelligent eagle eye system, and the method includes:
acquiring an initial mobile authorization range;
acquiring degraded vehicle perception information acquired by the vehicle-mounted intelligent eagle eye system, wherein the degraded vehicle perception information comprises the separation distance between a degraded vehicle and the normal communication vehicle and the running direction of the degraded vehicle, the vehicle-mounted intelligent eagle eye system acquires a front track image by using a camera, and generates the degraded vehicle perception information based on the track image;
and calculating a final movement authorization range based on the initial movement authorization range, the spacing distance and the running direction.
In an optional embodiment, the step of calculating a final authorized moving range based on the initial authorized moving range, the separation distance and the moving direction includes:
under the condition that the degraded vehicle and the communication normal vehicle are determined to run in the same direction based on the running direction, calculating a first protection distance based on a preset maximum retrogression distance and a preset maximum braking walking distance;
calculating a complement set of the track section corresponding to the first protection distance in the track section corresponding to the spacing distance to obtain a first authorized track section;
determining a final movement authorization range according to the first authorized track section and the initial movement authorization range, wherein the final movement authorization range is smaller than or equal to the first authorized track section.
In an alternative embodiment, after the step of determining a final authorized range of movement from the first authorized track segment and the initial authorized range of movement, the method further comprises:
acquiring new degraded vehicle perception information, wherein the new degraded vehicle perception information comprises a first spacing distance between a degraded vehicle and the normal communication vehicle and a first running direction of the degraded vehicle;
in the case that the degraded vehicle is determined to be in a degenerative condition based on the first running direction, judging whether the current position of the degraded vehicle is within the final movement authorization range based on the first separation distance;
and under the condition that the current position of the degraded vehicle is determined to be within the final movement authorization range, adopting emergency braking and sending alarm information.
In an optional embodiment, the step of calculating a final authorized moving range based on the initial authorized moving range, the separation distance and the moving direction includes:
under the condition that the degraded vehicle and the communication normal vehicle are determined to be in reverse driving based on the running direction, calculating a second protection distance based on a preset emergency braking distance, a preset braking maximum walking distance and a preset safety margin distance;
calculating a complement of the track section corresponding to the second protection distance in the track section corresponding to the spacing distance to obtain a second authorized track section;
determining a final movement authorization range according to the second authorized track section and the initial movement authorization range, wherein the final movement authorization range is smaller than or equal to the second authorized track section.
In an alternative embodiment, after the step of determining a final authorized range of movement from the second authorized track segment and the initial authorized range of movement, the method further comprises:
acquiring new degraded vehicle perception information, wherein the new degraded vehicle perception information comprises a second separation distance between a degraded vehicle and the normal communication vehicle;
judging whether the current position of the degraded vehicle is within the final movement authorization range or not based on the second spacing distance;
and under the condition that the current position of the degraded vehicle is determined to be within the final movement authorization range, adopting emergency braking and sending alarm information.
In an optional embodiment, the step of obtaining the perception information of the degraded vehicle collected by the vehicle-mounted intelligent eagle eye system includes:
obtaining a degraded vehicle path sent by an object controller;
acquiring perception information acquired by the vehicle-mounted intelligent eagle eye system, wherein the perception information comprises obstacle information, the distance between the obstacle and the normal communication vehicle and the movement direction of the obstacle;
judging whether the barrier is a degraded vehicle or not based on the barrier information and the degraded vehicle path;
and under the condition that the obstacle is determined to be a degraded vehicle, taking the perception information as perception information of the degraded vehicle, taking the distance between the obstacle and the normal communication vehicle as the distance between the degraded vehicle and the obstacle and the normal communication vehicle, and taking the movement direction of the obstacle as the running direction of the degraded vehicle.
In an optional implementation manner, the step of determining whether the obstacle is a degraded vehicle based on the obstacle information and the degraded vehicle path includes:
determining whether the type of the obstacle is a train or not based on the obstacle information, and judging whether the obstacle is positioned on the degraded train path or not;
determining the obstacle as a degraded vehicle if the type of the obstacle is determined to be a train and the obstacle area is located on the degraded vehicle path.
According to a second aspect of the embodiments of the present application, there is provided a safety protection device, which is applied to a normal communication vehicle, wherein the normal communication vehicle is equipped with an on-vehicle intelligent eagle eye system, and the safety protection device includes:
the first acquisition module is used for acquiring an initial mobile authorization range;
the second acquisition module is used for acquiring perception information of the degraded vehicle acquired by the vehicle-mounted intelligent eagle eye system, wherein the perception information of the degraded vehicle comprises the separation distance between the degraded vehicle and the normal communication vehicle and the running direction of the degraded vehicle, the vehicle-mounted intelligent eagle eye system acquires a front track image by using a camera and generates the perception information of the degraded vehicle based on the track image;
and the calculation module is used for calculating a final movement authorization range based on the initial movement authorization range, the spacing distance and the running direction.
According to a third aspect of the embodiments of the present application, there is provided an electronic device, the electronic device includes a processor, a memory and a bus, the memory stores machine-readable instructions executable by the processor, when the electronic device is running, the processor and the memory communicate with each other through the bus, and the processor executes the machine-readable instructions to perform the steps of the security protection method described above.
According to a fourth aspect of the embodiments of the present application, a readable storage medium is provided, where a computer program is stored, and when the computer program is executed, the steps of the security protection method described above are implemented.
According to the safety protection method, the device, the electronic equipment and the readable storage medium, the spacing distance between the degradation vehicle and the communication normal vehicle and the running direction of the degradation vehicle are collected through the vehicle-mounted intelligent eagle eye system, and the movement authorization range is recalculated according to the obtained initial movement authorization range and the spacing distance and the running direction, so that the movement authorization range of the communication normal vehicle and the route where the degradation vehicle is located keep a certain safety distance, and the running safety of the train is improved.
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, several embodiments accompanied with figures are described in detail below.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a block diagram of an electronic device according to an embodiment of the present disclosure;
fig. 2 is a schematic view of a communication scenario of a train operation control system according to an embodiment of the present disclosure;
fig. 3 is a schematic flow chart of a safety protection method according to an embodiment of the present application;
FIG. 4 is a flow chart illustrating one of the sub-steps of a safety protection method according to an embodiment of the present application;
fig. 5 is a second flow chart illustrating sub-steps of a safety protection method according to an embodiment of the present application;
fig. 6 is one of schematic diagrams of an actual operation scenario provided in the embodiment of the present application;
fig. 7 is a second schematic view of an actual operation scenario provided in the embodiment of the present application;
fig. 8 is a third schematic view of an actual operation scenario provided in the embodiment of the present application;
fig. 9 is a third flow chart illustrating sub-steps of a safety protection method according to an embodiment of the present application;
fig. 10 is a fourth schematic view of an actual operation scenario provided in the embodiment of the present application;
fig. 11 is a fifth schematic view of an actual operation scenario provided in the embodiment of the present application;
fig. 12 is a sixth schematic view of an actual operation scenario provided in the embodiment of the present application;
fig. 13 is a functional block diagram of a safety device according to an embodiment of the present disclosure.
Icon: 100-an electronic device; 110-a memory; 120-a processor; 130-a safety guard; 131-a first acquisition module; 132-a second acquisition module; 133-a calculation module; 140-a communication unit.
Detailed Description
As introduced in the background art, in the current train operation control system based on the conventional communication or the train operation control system based on the train-to-vehicle communication, when the train and the ground communication are failed, the train can only be degraded to operate on the line. After the train is degraded, the train operation control system plans a degraded train path for the degraded train (namely, the degraded train), and performs resource blocking on the degraded train path, so that the movement authorization of the normal train is not overlapped with the degraded train path, and a worker drives the degraded train to run on the degraded train path. However, if the worker drives the degraded vehicle to drive out of the degraded vehicle path for running in a manner of invading the limit, the normal communication vehicles in front of and behind the degraded vehicle cannot identify the degraded vehicle in time, so that the movement authorization of the normal communication vehicle is overlapped with the path where the degraded vehicle is located, and the safety risk is extremely high.
In order to solve the problems, the embodiment of the application provides a safety protection method, a safety protection device, an electronic device and a readable storage medium. The above scheme is explained in detail below.
The scheme in the embodiment of the present application may be implemented by using various computer languages, for example, object-oriented programming languages Java, C + +, and JavaScript.
The above prior art solutions have drawbacks that are the results of practical and careful study, and therefore, the discovery process of the above problems and the solutions proposed by the following embodiments of the present application to the above problems should be the contributions of the applicant to the present application in the course of the present application.
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Referring to fig. 1, fig. 1 is a block diagram of an electronic device 100 according to an embodiment of the present disclosure. The device may include a processor 120, a memory 110, a safety guard 130, and a communication unit 140, where the memory 110 stores machine-readable instructions executable by the processor 120, when the electronic device 100 operates, the processor 120 and the memory 110 communicate with each other through a bus, and the processor 120 executes the machine-readable instructions and performs a safety guard method.
The elements of the memory 110, the processor 120 and the communication unit 140 are electrically connected to each other directly or indirectly to realize the transmission or interaction of signals.
For example, the components may be electrically connected to each other via one or more communication buses or signal lines. Safety guard 130 includes at least one software function module that may be stored in memory 110 in the form of software or firmware. Processor 120 is configured to execute executable modules stored in memory 110, such as software functional modules or computer programs included in safety shield 130.
The Memory 110 may be, but is not limited to, a Random Access Memory (RAM), a Read Only Memory (ROM), a Programmable Read-Only Memory (PROM), an Erasable Read-Only Memory (EPROM), an electrically Erasable Read-Only Memory (EEPROM), and the like.
The processor 120 may be an integrated circuit chip having signal processing capabilities. The Processor 120 may be a general-purpose Processor, and includes a Central Processing Unit (CPU), a Network Processor (NP), and so on.
But may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components. The various methods, steps, and logic blocks disclosed in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
In the embodiment of the present application, the memory 110 is used for storing a program, and the processor 120 is used for executing the program after receiving the execution instruction. The method defined by the process disclosed in any of the embodiments of the present application can be applied to the processor 120, or implemented by the processor 120.
The communication unit 140 is used to establish a communication connection between the electronic apparatus 100 and another electronic apparatus via a network, and to transmit and receive data via the network.
In some embodiments, the network may be any type of wired or wireless network, or combination thereof. Merely by way of example, the Network may include a wired Network, a Wireless Network, a fiber optic Network, a telecommunications Network, an intranet, the internet, a Local Area Network (LAN), a Wide Area Network (WAN), a Wireless Local Area Network (WLAN), a Metropolitan Area Network (MAN), a Wide Area Network (WAN), a Public Switched Telephone Network (PSTN), a bluetooth Network, a ZigBee Network, a Near Field Communication (NFC) Network, or the like, or any combination thereof.
In the embodiment of the present application, the electronic device 100 may be, but is not limited to, a smart phone, a personal computer, a tablet computer, or the like having a processing function.
It will be appreciated that the configuration shown in figure 1 is merely illustrative. Electronic device 100 may also have more or fewer components than shown in FIG. 1, or a different configuration than shown in FIG. 1. The components shown in fig. 1 may be implemented in hardware, software, or a combination thereof.
Please refer to fig. 2 in combination, and fig. 2 is a schematic view of a communication scenario of the train operation control system according to an embodiment of the present application.
The Train operation control system includes an Object Controller (OC), an Intelligent Train monitoring system (ITS), and an On-Board Controller (IVOC). The on-board controller includes an on-board Intelligent eagle Eye system (ITE).
The object controller is arranged beside the rail or in the station, is an object state acquisition and control device, is used for acquiring state information and section information of the trackside device, sending the state information and the section information of the trackside device to the intelligent train monitoring system and the vehicle-mounted controller, and is also used for receiving a control command sent by the intelligent train monitoring system and the vehicle-mounted controller and controlling the trackside device.
The intelligent train monitoring system is arranged in an equipment room of the dispatching center, provides a platform for monitoring the whole-line train and the field signal equipment for subway operation dispatching personnel, can also perform emergency treatment under the condition of emergency accidents, and is also used for generating train operation control information and sending the train operation control information to the vehicle-mounted controller based on trackside equipment information, section information and train state information.
The vehicle-mounted controller is arranged on the train and is in communication connection with the object controller. The vehicle-mounted controller is used for receiving the train operation plan and the state information of the trackside equipment sent by the object controller, and planning the running path of the train according to the train operation plan and the state information so as to ensure the running safety of the train.
The vehicle-mounted intelligent eagle eye system is used as a subsystem of a vehicle-mounted controller and used for accurately positioning the position of a train, identifying an obstacle in the advancing direction of the train, measuring the distance between the obstacle and the train, measuring the position of the obstacle and the train, calculating the relative speed between the train in front of the train and the current train, sending the information to the vehicle-mounted controller, and sending the information to an object control system by the vehicle-mounted controller.
As a possible scene, when a communication fault occurs in a train, the train operates in a degraded mode, the communication normal train in front of or behind the train in the operation direction senses the degraded train through the vehicle-mounted intelligent eagle eye system, sensed degradation train sensing information is sent to the vehicle-mounted controller, and the vehicle-mounted controller recalculates the movement authorization range of the communication normal train according to the degradation train path and the degradation train sensing information sent by the object controller.
The steps of the security protection method provided in the embodiment of the present application are described in detail below based on the structure diagram of the electronic device 100 shown in fig. 1 and the communication scenario diagram shown in fig. 2. Alternatively, the method may be applied to the on-board controller shown in fig. 2.
Referring to fig. 3, fig. 3 is a schematic flow chart of a safety protection method according to an embodiment of the present application.
In step S1, an initial movement authorization range is obtained.
And step S2, obtaining perception information of the degraded vehicles collected by the vehicle-mounted intelligent eagle eye system, wherein the perception information of the degraded vehicles comprises the separation distance between the degraded vehicles and the normal communication vehicles and the running direction of the degraded vehicles, the vehicle-mounted intelligent eagle eye system collects front track images by using a camera, and the perception information of the degraded vehicles is generated based on the track images.
Step S3, based on the initial movement authorized range, the separation distance and the running direction, calculates the final movement authorized range.
The initial movement authorization range may be a movement authorization range determined during normal driving before the degraded vehicle sensing information is collected. When the vehicle-mounted intelligent eagle eye system acquires perception information of the degraded vehicle, it is indicated that the train runs near the degraded vehicle at the moment and needs to run cautiously.
The embodiment of the application provides a safety protection method, the method acquires the spacing distance between a degradation vehicle and a normal communication vehicle and the running direction of the degradation vehicle through a vehicle-mounted intelligent eagle eye system, and recalculates the movement authorization range according to the acquired initial movement authorization range, the spacing distance and the running direction are combined, so that the movement authorization range of the normal communication vehicle and the route where the degradation vehicle is located keep a certain safety distance, and the running safety of a train is improved.
Because the original perception information acquired by the vehicle-mounted intelligent eagle eye system is usually a track image in front of the train running direction, it is further required to judge whether the current perception information includes a degraded train or not by combining with a degraded train path, and when it is determined that the acquired perception information includes the degraded train, the perception information is used as the perception information of the degraded train, which is explained in detail below.
As an alternative, please refer to fig. 4 in combination, fig. 4 is a flowchart illustrating a sub-step of a safety protection method according to an embodiment of the present disclosure. In step S2 shown in fig. 3, obtaining the degraded vehicle perception information collected by the vehicle-mounted intelligent eagle eye system may be implemented by:
and step S21, acquiring the path of the degraded vehicle sent by the object controller.
The route of the degraded train can be obtained by planning after receiving the degradation of the train by a worker of the dispatching center, and can also be determined by a preset planning rule of the degraded train. And after the planning of the path of the degraded vehicle is finished, the object controller sends all the normal communication vehicles communicated with the object controller.
For example, when the object controller determines that a communication fault occurs in the target train, the target train is used as a degraded train, and the communication fault position of the degraded train when the communication is last recorded. And sending the train identification and the communication fault position of the degraded train to an intelligent train monitoring system. Although the degraded vehicle still continues to drive forwards in actual conditions, the planning of the path of the degraded vehicle is not influenced. Therefore, after receiving the train identifier and the communication fault position of the degraded vehicle, the train intelligent monitoring system can display the information, so that a worker of the dispatching center can plan a degraded vehicle path for the degraded vehicle based on actual conditions. For example, the range of the path of the degraded vehicle may include the position of the communication fault of the degraded vehicle, along the running direction of the degraded vehicle, to the front planned maintenance place or the target platform (i.e., the platform in the figure), which may be determined according to the actual deployment condition of the road and the use condition of the current road.
When the staff of the dispatching center determines the path of the degraded vehicle, the staff can inform the train driver of the degraded vehicle through other communication equipment, so that the train driver can drive according to the path of the degraded vehicle. Meanwhile, the determined degraded vehicle path is sent to the object controller through the intelligent train monitoring system, so that the object controller obtains the degraded vehicle path and synchronizes the degraded vehicle path to all normal communication vehicles within the communication range.
Therefore, the normal communication vehicle can acquire the degraded vehicle path sent by the object controller
And step S22, acquiring perception information acquired by the vehicle-mounted intelligent eagle eye system, wherein the perception information comprises obstacle information, the distance between the obstacle and the normal communication vehicle and the movement direction of the obstacle.
Step S23 is to determine whether the obstacle is a degraded vehicle based on the obstacle information and the degraded vehicle path.
For example, it is determined whether the type of the obstacle is a train based on the obstacle information, and it is determined whether the obstacle is located on the degraded car path.
And in the case that the type of the obstacle is determined to be the train and the obstacle area is positioned on the path of the degraded vehicle, determining the obstacle to be the degraded vehicle.
Since the original sensing information collected by the vehicle-mounted intelligent eagle eye system is usually an image of a track in front of the train in the traveling direction, other objects, such as a bird, a trackside device, a pedestrian, and the like, may be included in the sensing information. Therefore, after the perception information is acquired, the recognition can be carried out according to the obstacle information included in the perception information, when the type of the obstacle is recognized as the train, whether the train is located on the degraded train path is further judged based on the distance between the obstacle and the normal communication train, and if the obstacle is located on the degraded train path, the obstacle is determined to be the degraded train.
And step S24, under the condition that the obstacle is determined to be a degraded vehicle, using the sensing information as the sensing information of the degraded vehicle, using the distance between the obstacle and the vehicle with normal communication as the distance between the degraded vehicle and the obstacle and the vehicle with normal communication, and using the movement direction of the obstacle as the running direction of the degraded vehicle.
According to the embodiment of the application, when the obstacle acquired by the perception information is determined to be the degraded vehicle, the perception information is used as the perception information of the degraded vehicle, so that the final movement authorization range can be further calculated based on the perception information of the degraded vehicle, and the accuracy of calculating the final movement authorization range is improved.
Since the traveling trains may travel in the same direction or in opposite directions, namely, the degraded train and the normal communication train may travel in the same direction, there may be a risk of rear-end collision in this case, or there may be a case where the traveling directions are opposite, and there may be a risk of collision in this case. Therefore, for different situations, the final movement authorization range needs to be calculated according to different modes to guarantee the operation safety of the train. How to calculate the final mobile authorized range in the above two cases is described in detail below.
As a possible scenario, please refer to fig. 5, in which fig. 5 is a second flowchart illustrating sub-steps of a security protection method according to an embodiment of the present application. In step S3 shown in fig. 3, based on the initial movement authorized range, the separation distance and the moving direction, the calculation of the final movement authorized range can be implemented based on the following manner:
and S311, under the condition that the degraded vehicle and the communication normal vehicle are determined to run in the same direction based on the running direction, calculating a first protection distance based on a preset maximum retrogression distance and a preset maximum braking walking distance.
The maximum retrogression distance is the maximum retrogression distance of the degraded vehicle, the distance is a distance pre-checked in the system in advance according to a train operation plan, the maximum walking distance of the second brake is the maximum distance from sensing of the obstacle to walking after braking measures are taken for the normal communication vehicle, and the distance can be obtained through multiple simulation tests by combining with actual parameters of the train and is stored in the system in advance.
S312, a complement of the track segment corresponding to the first protection distance in the track segment corresponding to the spacing distance is calculated to obtain a first authorized track segment.
S313, determining a final authorized movement range according to the first authorized track segment and the initial authorized movement range, wherein the final authorized movement range is smaller than or equal to the first authorized track segment.
Referring to fig. 6, fig. 6 is a schematic view of an actual operation scenario provided in the embodiment of the present application. In fig. 6, point a is the position where the normal communication vehicle (i.e., the communication vehicle shown in the figure) is located, point C is the position where the degraded vehicle is located, and is also the starting position of the path of the degraded vehicle, and point D is the terminal position of the path of the degraded vehicle. The distance from the point A to the point C is the spacing distance, the track section from the point C to the point D is the path of the degraded vehicle, and the direction indicated by the arrow is the running direction of the degraded vehicle.
And calculating the sum of the preset maximum retrogression distance and the preset maximum braking walking distance to obtain a first protection distance, namely the distance from the point B to the point C shown in the figure. The complement of the track sections corresponding to the first guard distance in the track sections corresponding to the separation distance is the track section corresponding to the points a to B, which is the first authorized track section.
After the first authorized track section is obtained through calculation, the first authorized track section may be further compared with the initial movement authorization range, and if the initial movement authorization range is smaller than the range of the first authorized track section, the initial movement authorization range is used as the final movement authorization range. If the initial movement authorization range is larger than the first authorized track section, the final movement authorization range is determined again, and the final movement authorization range is ensured to be smaller than or equal to the first authorized track section, so that a safe distance can be reserved, even if the degraded vehicle is degenerated or the running speed of the normal communication vehicle exceeds the preset speed, remedial measures can be taken within a certain range, and the running safety of the train is improved.
Further, since the degraded vehicle may be temporarily stopped or regressed during the driving process, after a period of driving, the degraded vehicle may exit the original degraded vehicle path and may drive to the first protection distance in an infringement manner or to the movement authorization range of the normal communication vehicle in an infringement manner, and therefore, it is necessary to further take emergency remedial measures, which will be described in detail below with reference to fig. 7 and 8.
First, new degraded vehicle perception information is obtained, wherein the new degraded vehicle perception information comprises a first separation distance between a degraded vehicle and a normal communication vehicle and a first running direction of the degraded vehicle.
It is understood that the acquisition of new degraded vehicle awareness information may be performed at preset intervals.
Then, in a case where it is determined that the degraded vehicle is in a degenerative condition based on the first running direction, it is determined whether the current position of the degraded vehicle is within the final movement authorized range based on the first separation distance. It is understood that the first direction of travel is opposite to the previous direction of travel collected, and it may be determined that the degraded vehicle is in a degenerative condition. When the first separation distance is less than the final movement authorization range, it may be determined that the current location of the degraded vehicle is within the final movement authorization range.
Finally, as illustrated in fig. 7, in the case where it is determined that the current position of the degraded vehicle is within the final movement authorization range, emergency braking is adopted and an alarm message is sent. As illustrated in fig. 8, in the event that the current location of the destaging vehicle is determined to be within the first guard distance but not within the final movement authorization range, then no action is taken.
It can be understood that the alarm information can be sent to the train intelligent monitoring system through the vehicle-mounted controller, so that the staff of the control center can confirm the situation to the staff driving the degraded train in time through other communication modes.
Therefore, the degraded vehicle can be found out in time to exit from the original degraded vehicle path and travel to the first protection distance or the movement authorization range of the normal communication vehicle by invading the limit, so that emergency remedial measures can be further taken, traffic accidents are prevented, and the operation safety of the train is improved.
As another possible scenario, please refer to fig. 9 in combination, and fig. 9 is a third schematic flowchart of a sub-step of a safety protection method according to an embodiment of the present application. In step S3 shown in fig. 3, based on the initial movement authorized range, the separation distance and the moving direction, the step of calculating the final movement authorized range may be implemented based on the initial movement authorized range, the separation distance and the moving direction, and the step of calculating the final movement authorized range includes:
and S321, under the condition that the degraded vehicle and the communication normal vehicle are determined to be in reverse driving based on the running direction, calculating a second protection distance based on a preset emergency braking distance, a preset braking maximum walking distance and a preset safety margin distance.
Because the vehicle-mounted intelligent eagle eye system is generally set to collect the perception information in front of the running direction of the train, the degraded train and the normal communication train run oppositely under the condition that the running direction of the degraded train is opposite to that of the normal communication train, namely, the distance between the degraded train and the normal communication train is shorter and shorter along with the increase of time, and the risk of front collision exists.
The emergency braking distance is the maximum distance the degraded vehicle travels after taking the emergency brake, and the distance can be tested in advance and stored according to the actual parameters of the train. The maximum braking walking distance is the maximum distance of the normal communication vehicle after acquiring the sensing information and acquiring the driving distance after braking, and the distance can be tested in advance and stored according to the actual parameters of the train. The safety margin distance is the existing positioning error and the like.
S322, calculating a complement of the track segment corresponding to the second guard distance in the track segment corresponding to the separation distance to obtain a second authorized track segment.
S323, determining a final authorized movement range according to the second authorized track segment and the initial authorized movement range, wherein the final authorized movement range is smaller than or equal to the second authorized track segment.
Please refer to fig. 10, fig. 10 is a fourth schematic view of an actual operation scenario provided in the embodiment of the present application. In fig. 10, point a is the position of the normal communication vehicle, point c is the position of the degraded vehicle, and is also the end position of the degraded vehicle path, and point d is the start position of the degraded vehicle path. The distance from the point a to the point c is the spacing distance, the track section from the point d to the point c is the path of the degraded vehicle, and the direction indicated by the arrow is the running direction of the degraded vehicle.
And calculating the sum of the preset emergency braking distance, the preset maximum braking walking distance and the preset safety margin distance to obtain a second protection distance, namely the distance from the point b to the point c shown in the figure. The complement of the track segment corresponding to the second guard distance in the track segment corresponding to the separation distance is the track segment corresponding to the point a to the point b, and the track segment is the second authorized track segment.
After the second authorized track section is obtained through calculation, the second authorized track section can be compared with the initial movement authorization range, and if the initial movement authorization range is smaller than the range of the second authorized track section, the initial movement authorization range is used as the final movement authorization range. If the initial movement authorization range is larger than the second authorized track section, the final movement authorization range is determined again, and the final movement authorization range is ensured to be smaller than or equal to the second authorized track section, so that a safe distance can be reserved, even if the degraded vehicle is degenerated or the running speed of the normal communication vehicle exceeds the preset speed, remedial measures can be taken within a certain range, and the running safety of the train is improved.
Further, since the degraded vehicle and the normal communication vehicle are driven oppositely, after a period of time, the degraded vehicle may be driven out of the original degraded vehicle path and driven within the second protection distance in an infringement manner or within the movement authorization range of the normal communication vehicle in an infringement manner, in order to avoid a traffic accident in such a case, it is necessary to find the situation that the degraded vehicle is driven in an infringement manner in time and take emergency remedial measures, which is described in detail below with reference to fig. 11 and 12.
First, new degraded vehicle perception information is obtained, wherein the new degraded vehicle perception information comprises a second separation distance between a degraded vehicle and a normal communication vehicle. It is understood that the acquisition of new degraded vehicle awareness information may be performed at preset intervals.
Then, whether the current position of the degraded vehicle is within the final movement authorization range is judged based on the second spacing distance. It is appreciated that when the second separation distance is less than the final movement authorization range, then it may be determined that the current location of the destaging vehicle is within the final movement authorization range.
Finally, as illustrated in fig. 11, in the case where it is determined that the current position of the degraded vehicle is within the final movement authorization range, emergency braking is adopted and alarm information is sent. As illustrated in fig. 12, in the event that the current location of the destaging vehicle is determined to be at the second guard distance but not within the final movement authorization range, then no action is taken.
It can be understood that the alarm information can be sent to the train intelligent monitoring system through the vehicle-mounted controller, so that the staff of the control center can confirm the situation to the staff driving the degraded train in time through other communication modes.
Therefore, the degraded vehicle can be found out in time to exit from the original degraded vehicle path and travel to the second protection distance or the movement authorization range of the normal communication vehicle by invading the limit, so that emergency remedial measures can be further taken, traffic accidents are prevented, and the operation safety of the train is improved.
Based on the same inventive concept, please refer to fig. 13, and fig. 13 is a functional block diagram of a safety protection device according to an embodiment of the present application. The embodiment of the present application further provides a safety protection device 130 corresponding to the safety protection method shown in fig. 3, which is applied to a normal communication vehicle, where the normal communication vehicle is equipped with a vehicle-mounted intelligent eagle eye system, and the device includes:
the first obtaining module 131 is configured to obtain an initial mobile authorization range.
The second obtaining module 132 is configured to obtain perception information of the degraded vehicle, which is collected by the vehicle-mounted intelligent eagle eye system, where the perception information of the degraded vehicle includes a separation distance between the degraded vehicle and a normal vehicle in communication and a running direction of the degraded vehicle, and the vehicle-mounted intelligent eagle eye system collects a front track image by using a camera, and generates the perception information of the degraded vehicle based on the track image.
The calculating module 133 is configured to calculate a final movement authorization range based on the initial movement authorization range, the separation distance, and the operation direction.
The embodiment of the present application also provides a readable storage medium, in which a computer program is stored, and when the computer program is executed, the steps of the security protection method are implemented.
In summary, according to the safety protection method, the safety protection device, the electronic device and the readable storage medium provided by the embodiment of the application, the spacing distance between the degraded vehicle and the normal communication vehicle and the running direction of the degraded vehicle are acquired through the vehicle-mounted intelligent eagle eye system, and the movement authorization range is recalculated according to the acquired initial movement authorization range and the spacing distance and the running direction, so that the movement authorization range of the normal communication vehicle and the route where the degraded vehicle is located keep a certain safety distance, and the running safety of the train is improved.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (10)
1. The safety protection method is characterized by being applied to a normal communication vehicle, wherein the normal communication vehicle is provided with a vehicle-mounted intelligent eagle eye system, and the method comprises the following steps:
acquiring an initial mobile authorization range;
acquiring degraded vehicle perception information acquired by the vehicle-mounted intelligent eagle eye system, wherein the degraded vehicle perception information comprises the separation distance between a degraded vehicle and the normal communication vehicle and the running direction of the degraded vehicle, the vehicle-mounted intelligent eagle eye system acquires a front track image by using a camera, and generates the degraded vehicle perception information based on the track image;
and calculating a final movement authorization range based on the initial movement authorization range, the spacing distance and the running direction.
2. The security protection method according to claim 1, wherein the step of calculating a final authorized movement range based on the initial authorized movement range, the separation distance and the operation direction comprises:
under the condition that the degraded vehicle and the communication normal vehicle are determined to run in the same direction based on the running direction, calculating a first protection distance based on a preset maximum retrogression distance and a preset maximum braking walking distance;
calculating a complement set of the track section corresponding to the first protection distance in the track section corresponding to the spacing distance to obtain a first authorized track section;
determining a final movement authorization range according to the first authorized track section and the initial movement authorization range, wherein the final movement authorization range is smaller than or equal to the first authorized track section.
3. The method of safeguarding according to claim 2, wherein after the step of determining a final authorized range of movement from the first authorized track segment and the initial authorized range of movement, the method further comprises:
acquiring new degraded vehicle perception information, wherein the new degraded vehicle perception information comprises a first spacing distance between a degraded vehicle and the normal communication vehicle and a first running direction of the degraded vehicle;
in the case that the degraded vehicle is determined to be in a degenerative condition based on the first running direction, judging whether the current position of the degraded vehicle is within the final movement authorization range based on the first separation distance;
and under the condition that the current position of the degraded vehicle is determined to be within the final movement authorization range, adopting emergency braking and sending alarm information.
4. The security protection method according to claim 1, wherein the step of calculating a final authorized movement range based on the initial authorized movement range, the separation distance and the operation direction comprises:
under the condition that the degraded vehicle and the communication normal vehicle are determined to be in reverse driving based on the running direction, calculating a second protection distance based on a preset emergency braking distance, a preset braking maximum walking distance and a preset safety margin distance;
calculating a complement of the track section corresponding to the second protection distance in the track section corresponding to the spacing distance to obtain a second authorized track section;
determining a final movement authorization range according to the authorized track section and the initial movement authorization range, wherein the final movement authorization range is smaller than or equal to the authorized track section.
5. The method of safeguarding according to claim 4, wherein after the step of determining a final authorized range of movement from the second authorized track segment and the initial authorized range of movement, the method further comprises:
acquiring new degraded vehicle perception information, wherein the new degraded vehicle perception information comprises a second separation distance between a degraded vehicle and the normal communication vehicle;
judging whether the current position of the degraded vehicle is within the final movement authorization range or not based on the second spacing distance;
and under the condition that the current position of the degraded vehicle is determined to be within the final movement authorization range, adopting emergency braking and sending alarm information.
6. The safety protection method according to claim 1, wherein the step of obtaining the degradation vehicle perception information collected by the vehicle-mounted intelligent eagle eye system comprises:
obtaining a degraded vehicle path sent by an object controller;
acquiring perception information acquired by the vehicle-mounted intelligent eagle eye system, wherein the perception information comprises obstacle information, the distance between the obstacle and the normal communication vehicle and the movement direction of the obstacle;
judging whether the barrier is a degraded vehicle or not based on the barrier information and the degraded vehicle path;
and under the condition that the obstacle is determined to be a degraded vehicle, taking the perception information as perception information of the degraded vehicle, taking the distance between the obstacle and the normal communication vehicle as the distance between the degraded vehicle and the obstacle and the normal communication vehicle, and taking the movement direction of the obstacle as the running direction of the degraded vehicle.
7. The safety protection method according to claim 6, wherein the step of determining whether the obstacle is a degraded vehicle based on the obstacle information and the degraded vehicle path comprises:
determining whether the type of the obstacle is a train or not based on the obstacle information, and judging whether the obstacle is positioned on the degraded train path or not;
determining the obstacle as a degraded vehicle if the type of the obstacle is determined to be a train and the obstacle area is located on the degraded vehicle path.
8. The utility model provides a safety device, its characterized in that is applied to the normal car of communication, the normal car of communication is carried with on-vehicle intelligent eagle eye system, the device includes:
the first acquisition module is used for acquiring an initial mobile authorization range;
the second acquisition module is used for acquiring perception information of the degraded vehicle acquired by the vehicle-mounted intelligent eagle eye system, wherein the perception information of the degraded vehicle comprises the separation distance between the degraded vehicle and the normal communication vehicle and the running direction of the degraded vehicle, the vehicle-mounted intelligent eagle eye system acquires a front track image by using a camera and generates the perception information of the degraded vehicle based on the track image;
and the calculation module is used for calculating a final movement authorization range based on the initial movement authorization range, the spacing distance and the running direction.
9. An electronic device, comprising a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate via the bus, and the processor executes the machine-readable instructions to perform the steps of the security protection method according to any one of claims 1 to 7.
10. A readable storage medium, characterized in that it stores a computer program which, when executed, implements the steps of the security method of any one of claims 1 to 7.
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