CN114332791A - Intelligent identification management system for rail transit - Google Patents
Intelligent identification management system for rail transit Download PDFInfo
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- CN114332791A CN114332791A CN202111459740.8A CN202111459740A CN114332791A CN 114332791 A CN114332791 A CN 114332791A CN 202111459740 A CN202111459740 A CN 202111459740A CN 114332791 A CN114332791 A CN 114332791A
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Abstract
The invention relates to the technical field of track identification, and discloses an intelligent identification management system for track traffic, which has the technical scheme that the intelligent identification management system comprises a vehicle end and a track end, wherein the track end comprises a plurality of first signal transmitters, each first signal transmitter is provided with a first signal transmitting module and a first control switch, and the vehicle end is provided with a signal processing module, a data computing module, an image processing module, a HUD display device and a vehicle information database. And the display mode of the identification is not easily influenced by severe weather like the entity identification.
Description
Technical Field
The invention relates to the technical field of rail identification, in particular to an intelligent identification management system for rail transit.
Background
The head-up display device is called a head-up display system or a HUD display device for short, and is a multifunctional instrument panel which is operated by a vehicle-end driver in a blind mode. The automobile navigation system has the function of projecting important driving information such as speed per hour, navigation and the like onto a windshield in front of a driver, so that the driver can see the important driving information such as speed per hour, navigation and the like without lowering head or turning head as much as possible.
In rail transit, a train is used as an important carrier between two places, a part of stations need to be stopped in the running process, and the existing train is usually braked to judge the approximate braking point needing braking according to driver experience or broadcasting, so that the problem of broadcasting delay caused by insufficient driver experience or too long distance between a broadcast signal sending place and a train end is finally caused, the stopping position of the train end is deviated from the preset stopping position of the platform, the riding experience of passengers is reduced, and particularly in the weather of heavy fog, haze, rain, snow and the like, the sight of a driver is influenced, and the judgment of the correct braking point is more difficult to be made.
Disclosure of Invention
In view of the defects in the prior art, the present invention aims to provide an intelligent identification management system for rail transit, which is used for overcoming the above defects in the prior art.
In order to achieve the purpose, the invention provides the following technical scheme: an intelligent identification management system for rail transit comprises a vehicle end and a rail end, wherein the rail end comprises a plurality of first signal transmitters, the first signal transmitters are provided with first signal transmitting modules and first control switches, and the vehicle end is provided with a signal processing module, a data calculating module, an image processing module, a HUD display device and a vehicle information database;
the vehicle information database comprises train number information containing the train end stop station, identification information containing railway identification and a railway model;
the first signal sending module comprises station information, the station information comprises a stop point and a station name, and when the vehicle end triggers the first control switch, the first signal sending module sends the station information to the triggered vehicle end;
the signal processing module acquires the train number information from the vehicle information database when receiving the station information, compares the station information with the train number information, generates a parking instruction if the vehicle needs to be parked, and sends the parking instruction to the data computing module, and generates a driving instruction if the vehicle does not need to be parked, and sends the driving instruction to the image processing module;
the data calculation module acquires the running speed of the vehicle end when receiving the parking instruction, acquires a parking point in the station information, calculates to obtain brake information containing the position of the brake point, and then sends the brake information to the image processing module in real time;
the image processing module is configured with a first imaging algorithm and a second imaging algorithm, when the driving instruction is received, the driving mark in the identification information is called, the driving mark is sent to the HUD display device, when the brake information is received, the brake mark in the identification information is called, the brake point in the brake information is brought into the railway model, the size and the position of the brake mark required to be displayed on the windshield are obtained in real time through the first imaging algorithm and the second imaging algorithm respectively, and then the calculated brake mark is sent to the HUD display device in real time;
HUD display device, when receiving the driving sign, will the driving sign is thrown show on the windshield of car end, when receiving the brake sign in real time, then in real time with the brake sign after calculating throw extremely on the windshield of car end to make the virtual image that the position distance equals with actual brake point position that forms.
As a further improvement of the present invention, the track end further includes a plurality of second signal transmitters, each of the second signal transmitters includes a second signal transmitting module and a second control switch, each of the second signal transmitting modules includes track change information or warning information, the track change information includes track change points where track crossing occurs at the track end, the warning information includes information that the vehicle end needs to pay attention and corresponding warning points, and when the second control switch is activated, the track change information or the warning information is transmitted to the signal processing module;
the signal processing module reads a railway model in the vehicle information database and the vehicle end information for comparison when receiving the lane change information, and sends the lane change information to the image processing module if the lane change is needed;
the image processing module is used for calling lane changing marks in the mark information after receiving the lane changing information, then bringing lane changing points in the lane changing information into the railway model to respectively obtain the size and the position of the lane changing marks required to be displayed on a windshield through the first imaging algorithm and the second imaging algorithm in real time, then sending the calculated lane changing marks to the HUD display device in real time, calling corresponding warning marks in the mark information when receiving the warning information, then bringing the warning points in the warning information into the railway model to respectively obtain the size and the position of the warning marks required to be displayed on the windshield through the first imaging algorithm and the second imaging algorithm in real time, and then sending the calculated warning marks to the HUD display device in real time;
HUD display device, when receiving lane change sign in real time, then in real time with the lane change sign after calculating throw extremely on the windshield of car end to make the virtual image that position distance and actual lane change point position equal, when receiving warning sign in real time, then in real time with the warning sign after calculating throw extremely on the windshield of car end, so that form the virtual image that position distance and actual warning point position equal.
As a further improvement of the present invention, the first imaging algorithm is:
y is the height of imaging, L is the distance between the first signal transmitter or the second signal transmitter and a brake point or a lane change point or a warning point, v is the speed of the vehicle end, t is the time for triggering the first control switch or the second control switch by the vehicle end, H is the actual height of each mark arranged in the mark information, and X is a fixed value of a distance between a driver and a windshield.
As a further improvement of the present invention, the second imaging algorithm is:
P＝X*tanθ
and the distance theta is an included angle between a connecting line between the first signal transmitter or the second signal transmitter and a braking point or a lane changing point or a warning point and the vehicle end windshield.
As a further improvement of the present invention, the image processing module is further configured with a third imaging algorithm:
θ1＝θ+θt
wherein, theta1Is a real-time included angle theta between a connecting line between the first signal transmitter or the second signal transmitter and a brake point or a lane change point or a warning point and the windshield at the vehicle endtStarting the first signal transmitter or the second signal transmitter by the vehicle end for the angle of the vehicle end deflection under the current time and the initial test time of the vehicle end, and then calculating thetatReplace the value of theta with the current theta1And substituting the second imaging algorithm to recalculate P.
As a further development of the invention, the image processing module is further configured with a calculation frequency t controlling the activation of the third imaging algorithm.
As a further improvement of the present invention, the first control switch is a pressure sensor electrically connected to the first signal transmitting module.
As a further improvement of the present invention, the second control switch is a pressure sensor electrically connected to the second signal transmitting module.
The vehicle end further comprises an image closing module, and when the vehicle end driving distance is equal to the distance between the first signal transmitter or the second signal transmitter and a brake point, a lane changing point or a warning point, a stop signal for stopping the projection of the mark is sent to the HUD display device.
As a further improvement of the present invention, the image closing module is further configured with a forced closing time, and if the time for the vehicle end to trigger the first control switch or the second control switch is longer than the forced closing time, a stop signal for stopping projection of the identifier is sent to the HUD display device.
The invention has the beneficial effects that: in the actual driving, the mark seen by the driver in the windshield is normally arranged along the railway, so that the size and the position of the brake mark displayed in the window are adjusted through calculation, the brake mark really seen by the driver can be simulated, and the distance and the direction between the mark and the vehicle end can be felt according to the driving distance of the vehicle end in a real-time calculation mode, so that the driver is assisted to make correct brake action.
Drawings
FIG. 1 is a system diagram of a cart end of the present invention;
FIG. 2 is a system diagram of a rail end of the present invention;
FIG. 3 is a diagram of a vehicle end straight-ahead simulation according to the present invention;
FIG. 4 is a diagram of a vehicle end deviation simulation according to the present invention;
FIG. 5 is a top view of the car end of the present invention.
Reference numerals: 1. a vehicle end; 10. an image closing module; 11. a signal processing module; 111. a parking instruction; 112. a driving instruction is given; 12. an image processing module; 13. a vehicle information database; 131. train number information; 132. identification information; 133. a railway model; 14. a data calculation module; 15. a HUD display module; 2. a track end; 21. a first signal transmitter; 211. a first signal transmitting module; 212. a first control switch; 22. a second signal transmitter; 221. a second signal transmitting module; 222. a second control switch.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. In which like parts are designated by like reference numerals. It should be noted that the terms "front," "back," "left," "right," "upper" and "lower" used in the following description refer to directions in the drawings, and the terms "bottom" and "top," "inner" and "outer" refer to directions toward and away from, respectively, the geometric center of a particular component.
The intelligent identification management system for rail transit comprises a vehicle end 1 and a rail end 2, wherein the rail end 2 comprises a plurality of first signal transmitters 21, the first signal transmitters 21 are provided with first signal transmitting modules 211 and first control switches 212, and the vehicle end 1 is provided with a signal processing module 11, a data calculating module 14, an image processing module 12, a HUD display device 15 and a vehicle information database 13;
the vehicle information database 13 comprises train number information 131 containing the train end 1 stop station, identification information 132 containing railway identification and a railway model 133;
the identification information 132 includes, but is not limited to, a kilometer post, a semi-kilometer post, a bridge post, a slope post, and/or a rock fall notice post, and the size specification adopted by the posts is a national standard specification, the length, the width, the height and the color of the posts are the same standard, refer to gb 57681999;
the railway model 133 comprises image models and data information such as the number of tracks, the track length, the track steering and the like of the tracks in each place of the railway;
the first signal sending module 211 includes station information, the station information is preset in the first signal sending module 211, usually, the name of a station nearest to the first signal module and a specific parking point position of the vehicle end 1 are recorded, when the vehicle end 1 triggers the first control switch 212, the first signal sending module 211 sends the station information to the triggered vehicle end 1, through the arrangement of the first signal sender 21, the station information can be automatically sent to the vehicle end 1 when the vehicle end 1 passes through the first signal sender 21, during the sending process, the distance between the station information and the vehicle end 1 can be ignored, so that the signal delay problem caused by signal interference or too long signal transmission distance is reduced, and the distance between the parking point and the parking point of the vehicle end 1 is indirectly reduced, in addition, the mode of independently sending the station information to the vehicle end 1 can not cause the condition that a driver stops by mistake because the entity station information is read by mistake;
the signal processing module 11, when receiving the station information, obtains the train number information 131 from the vehicle information database 13, compares the station information with the train number information 131, generates a parking instruction 111 if parking is required, and sends the parking instruction to the data calculation module 14, generates a driving instruction 112 if parking is not required, and sends the driving instruction to the image processing module 12, and through the setting of the signal processing module 11, the next step required to be performed after the train end 1 receives the station information can be effectively judged, so that the condition that the train end 1 directly issues the parking instruction 111 after receiving the station information is not caused, and the running reliability of the train end 1 is ensured;
the data calculation module 14, when receiving the parking instruction 111, obtains the operating speed of the vehicle end 1, for example, by directly reading data from an instrument panel, and obtains the parking point in the station information to calculate the braking information including the position of the braking point, for the calculation, the calculation may be performed according to the braking distance required by the vehicle end 1 in different weather when the vehicle end 1 leaves the factory, that is, the specific position of the braking point is obtained by subtracting the braking distance from the distance between the parking point and the first signal transmitter 21, and then the braking information is sent to the image processing module 12 in real time, and by setting the data calculation module 14, the specific braking point required to step on the brake by the vehicle end 1 can be accurately obtained, compared with a method of broadcasting a braking signal to the vehicle end 1 and a method of confirming the braking point by artificial experience, the problems of propagation delay and insufficient experience are avoided, so that the confirmation precision of the brake point is higher;
the image processing module 12, the image processing module 12 is configured with a first imaging algorithm and a second imaging algorithm, when the driving instruction 112 is received, the driving mark in the identification information 132 is retrieved, the driving mark is sent to the HUD display device 15, when the braking information is received, the braking mark in the identification information 132 is retrieved, the braking point in the braking information is brought into the railway model 133, the size and the position of the braking mark to be displayed on the windshield are obtained in real time through the first imaging algorithm and the second imaging algorithm, the calculated braking mark is sent to the HUD display device 15 in real time, when the driving mark is received, the driving mark is projected on the windshield of the vehicle end 1 for display, when the braking mark is received in real time, the calculated brake mark is projected to the windshield of the vehicle end 1 in real time, so that a virtual image with the position distance equal to the position of an actual brake point is formed, the mark seen by a driver in the windshield is normally arranged along a railway in actual driving, the size and the position of the brake mark displayed in a vehicle window are adjusted through calculation, the brake mark really seen by the driver can be simulated, meanwhile, the distance and the direction between the mark and the vehicle end 1 can be felt according to the distance traveled by the vehicle end 1 in a real-time calculation mode, and the driver is assisted to make correct brake action.
Specifically, the HUD display device 15 generally includes a reflecting mirror, a projection mirror, a projector, and a projection film built in a windshield, and light emitted from the projector is reflected by the reflecting mirror onto the projection mirror and then reflected by the projection mirror onto the windshield, so that the driver finally sees a virtual image having a position and a distance, and the feeling given to the driver is that information is suspended on the road ahead.
Further, the final imaging size can be changed by changing the angle and distance between the projection mirror and the reflecting mirror, wherein the changing mode can be driven by a motor or an air cylinder.
Further, the curvature of the projection mirror and the curvature of the reflection mirror are the same as the curvature of the windshield, and since the windshield is curved, if the image is directly projected on the curved glass surface, the image is deformed.
In one embodiment, the track end 2 further includes a plurality of second signal transmitters 22, the second signal transmitters 22 include a second signal transmitting module 221 and a second control switch 222, the second signal transmitting module 221 includes lane change information or warning information, the lane change information includes a lane change point where a track crossing occurs at the track end 2, the warning information includes information that the vehicle end 1 needs to pay attention and a corresponding warning point, and when the second control switch 222 is activated, the lane change information or the warning information is transmitted to the signal processing module 11;
the signal processing module 11, when receiving the lane change information, reads the railway model in the vehicle information database 13 and the information of the vehicle end 1 to compare, and if the lane change is required, sends the lane change information to the image processing module 12;
the image processing module 12, after receiving the lane change information, calls the lane change identifier in the identifier information 132, brings the lane change point in the lane change information into the railway model 133, and obtains the size and position of the lane change identifier to be displayed on the windshield through the first imaging algorithm and the second imaging algorithm respectively in real time, the calculated lane change identification is then sent to the HUD display device 15 in real time, and when the warning information is received, calling a corresponding warning identifier in the identifier information 132, bringing a warning point in the warning information into the railway model 133, respectively obtaining the size and the position of the warning identifier to be displayed on a windshield through the first imaging algorithm and the second imaging algorithm in real time, and then sending the calculated warning identifier to the HUD display device 15 in real time;
the HUD display device 15 projects the calculated lane change mark on the windshield of the car end 1 in real time when receiving the lane change mark in real time so as to form a virtual image with the position distance equal to the actual lane change point position, projects the calculated warning mark on the windshield of the car end 1 in real time so as to form a virtual image with the position distance equal to the actual warning point position when receiving the warning mark in real time, cooperates the car end 1 in the driving process of the car end 1 through the arrangement of the second signal transmitter 22, projects various railway marks except a brake on the windshield to form a virtual image projection, so that clear and striking related marks are transmitted to a driver, the driver can conveniently make correct vehicle operation, and the safety and stability of the driving process of the car end 1 are well improved, and the second signal transmitter 22 may be placed before the lane change point to facilitate the driver making the correct work before lane change, such as control of vehicle speed.
Specifically, the signal transmitted by the second signal transmitter 22 does not need to calculate the actual position of the warning point or the lane change point through the data calculation module 14, and can be obtained only according to the distance between the second signal transmitter 22 and the warning point or the lane change point.
In one embodiment, the first imaging algorithm is:
y is the height of imaging, L is the distance from the first signal transmitter 21 or the second signal transmitter 22 to a brake point, a lane change point or a warning point, v is the speed of the car end 1, t is the time for the car end 1 to trigger the first control switch 212 or the second control switch 222, H is the actual height of each identifier embedded in the identifier information 132, and X is a fixed value from the driver to the windshield.
In particular, the X value is generally set between 50cm and 100cm, which is modified according to the driver's habits and the model of the end of the vehicle.
Further, in the case that the included angle exists when the identifier appears, the change of the X value is relatively small, so that the value of the included angle is not transformed.
In one embodiment, the second imaging algorithm is:
P＝X*tanθ
the distance between the first signal transmitter 21 or the second signal transmitter 22 and the windshield is equal to the distance between the second signal transmitter 22 and the braking point or the lane changing point or the warning point, and the included angle between the vehicle end windshield is equal to theta.
In one embodiment, the image processing module is further configured with a third imaging algorithm:
θ1＝θ+θt
wherein, theta1Is a real-time included angle theta between a connecting line between the first signal transmitter 21 or the second signal transmitter 22 and a brake point or a lane change point or a warning point and the windshield at the vehicle endtFor the angle of the vehicle end 1 deflection between the current time and the initial test time of the vehicle end 1, the vehicle end 1 starts the first signal transmitter 21 or the second signal transmitter 22, and then calculates θtReplace the value of theta with the current theta1And introducing the second imaging algorithm, recalculating P, wherein the vehicle end 1 changes the orientation of the vehicle end 1 in real time according to the transformation of the rail end 2 in the driving process of the vehicle end 1, so that the actual P also needs to be changed in real time, and the third imaging algorithm can effectively obtain the real-time P, thereby determining the actual P.
Specifically, when the vehicle end 1 deflects toward the braking point, the lane changing point or the warning point, θtIf the value is negative, the vehicle end deviates from the braking point or the lane changing point or the warning point, then thetatPositive, so that it is possible to distinguish theta after deflection of the vehicle end1Whether it is increasing or decreasing.
Specifically, the image processing module 12 is further configured with a calculation frequency t for controlling the start of the third imaging algorithm.
Furthermore, the value of t is 1hz-50hz, and the adjustment and control can be automatically carried out according to the algorithm capability of the central chip in the vehicle end 1 and the actual requirement of the vehicle end 1.
In one embodiment, the first control switch 212 is a pressure sensor electrically connected to the first signal transmitting module, and the start pressure value of the pressure sensor is adjusted to be larger, so that the problem of start caused by mistaken pressing of animals or stones is avoided.
In one embodiment, the second control switch 222 is a pressure sensor electrically connected to the second signal transmitting module, and the start pressure value of the pressure sensor is adjusted to be larger, so that the problem of start caused by mistaken pressing of animals or stones is avoided.
In one embodiment, the car end 1 further includes an image closing module 10, when the driving distance of the car end 1 is equal to the distance from the first signal transmitter 21 or the second signal transmitter 22 to the braking point, the lane changing point or the warning point, a stop signal for stopping the projection of the logo is sent to the HUD display device 15, and by the arrangement of the image closing module, the driver can further determine the position of each logo conveniently, and the work of the car end 1 on the next logo display is not hindered.
In one embodiment, the image closing module 10 is further configured with a forced closing time, and if the time that the vehicle end 1 triggers the first control switch 212 or the second control switch 222 is longer than the forced closing time, a stop signal for stopping the projection of the logo is sent to the HUD display device 15, so that a logo without distance limitation, such as a driving logo, can be closed through the forced closing time, and the work of the vehicle end 1 on the next logo display is not hindered.
The above is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above-mentioned embodiments, and all technical solutions belonging to the idea of the present invention belong to the protection scope of the present invention. It should be noted that modifications and embellishments within the scope of the invention may occur to those skilled in the art without departing from the principle of the invention, and are considered to be within the scope of the invention.
Claims (10)
1. An intelligent identification management system for rail transit is characterized in that: the track control system comprises a vehicle end (1) and a track end (2), wherein the track end (2) comprises a plurality of first signal transmitters (21), the first signal transmitters (21) are provided with a first signal transmitting module (211) and a first control switch (212), and the vehicle end (1) is provided with a signal processing module (11), a data calculating module (14), an image processing module (12), an HUD display device (15) and a vehicle information database (13);
the vehicle information database (13) comprises train number information (131) containing the train end (1) parking station, identification information (132) containing railway identification and a railway model (133);
the first signal sending module (211) comprises station information, the station information comprises a parking spot and a station name, and when the vehicle end (1) triggers the first control switch (212), the first signal sending module (211) sends the station information to the triggered vehicle end (1);
the signal processing module (11) acquires the train number information (131) from the vehicle information database (13) when receiving the station information, compares the station information with the train number information (131), generates a parking instruction (111) if parking is required, and sends the parking instruction to the data calculation module (14), and generates a driving instruction (112) if parking is not required, and sends the driving instruction to the image processing module (12);
the data calculation module (14) is used for acquiring the running speed of the vehicle end (1) when the parking instruction (111) is received, acquiring a parking point in the station information, calculating to obtain brake information containing the position of the brake point, and then sending the brake information to the image processing module (12) in real time;
the image processing module (12), the image processing module (12) is configured with a first imaging algorithm and a second imaging algorithm, when the driving instruction (112) is received, the driving identification in the identification information (132) is retrieved, the driving identification is sent to the HUD display device (15), when the brake information is received, the brake identification in the identification information (132) is retrieved, the brake point in the brake information is brought into the railway model (133) to respectively obtain the size and the position of the brake identification needing to be displayed on the windshield through the first imaging algorithm and the second imaging algorithm in real time, and then the calculated brake identification is sent to the HUD display device (15) in real time;
HUD display device (15), when receiving the driving sign, will the driving sign is thrown show on the windshield of car end (1), when receiving the brake sign in real time, then throw the brake sign after calculating in real time extremely on the windshield of car end (1) to make the virtual image that the position distance and actual brake point position equal.
2. The intelligent identification management system for rail transit according to claim 1, wherein: the track end (2) further comprises a plurality of second signal transmitters (22), each second signal transmitter (22) comprises a second signal transmitting module (221) and a second control switch (222), each second signal transmitting module (221) comprises track changing information or warning information, each track changing information comprises a track changing point where track crossing occurs at the track end (2), each warning information comprises attention information of the vehicle end (1) and a corresponding warning point, and when the second control switch (222) is started, the track changing information or the warning information is transmitted to the signal processing module (11);
the signal processing module (11) reads the railway model in the vehicle information database (13) and compares the railway model with the vehicle end (1) information when receiving the lane change information, and sends the lane change information to the image processing module (12) if the lane change is needed;
the image processing module (12) is used for calling lane change marks in the mark information (132) after receiving the lane change information, bringing lane change points in the lane change information into the railway model (133) to respectively obtain the size and the position of the lane change marks required to be displayed on the windshield through the first imaging algorithm and the second imaging algorithm in real time, then the calculated lane change identification is sent to the HUD display device (15) in real time, when the warning information is received, calling a corresponding warning mark in the identification information (132), bringing a warning point in the warning information into the railway model (133), respectively obtaining the size and the position of the warning mark to be displayed on a windshield through the first imaging algorithm and the second imaging algorithm in real time, and then sending the calculated warning mark to the HUD display device (15) in real time;
HUD display device (15), when receiving lane change sign in real time, then in real time with the lane change sign after calculating throw extremely on the windshield of car end (1) to make the virtual image that forms position distance and actual lane change point position equal, when receiving warning sign in real time, then in real time with the warning sign after calculating throw extremely on the windshield of car end (1), so that form the virtual image that position distance and actual warning point position equal.
3. An intelligent identity management system for rail transit according to claim 1 or 2, characterized in that: the first imaging algorithm is as follows:
y is the height of imaging, L is the distance from the first signal transmitter (21) or the second signal transmitter (22) to a brake point, a lane change point or a warning point, v is the speed of the vehicle end (1), t is the time for the vehicle end (1) to trigger the first control switch (212) or the second control switch (222), H is the actual height of each identifier built in the identification information (132), and X is a fixed value from a driver to a windshield.
4. An intelligent identity management system for rail transit according to claim 1 or 2, characterized in that: the second imaging algorithm is as follows:
P＝X*tanθ
the distance between the imaging position and the center of the windshield is P, the distance between the driver and the windshield is X, and the distance between the first signal transmitter (21) or the second signal transmitter (22) and the windshield is theta, wherein theta is an included angle between a connecting line and the windshield at the vehicle end, and the connecting line is between the first signal transmitter (21) or the second signal transmitter (22) and a braking point or a lane changing point or a warning point.
5. The intelligent identification management system for rail transit according to claim 4, wherein: the image processing module is further configured with a third imaging algorithm:
θ1＝θ+θt
wherein, theta1Is a real-time included angle theta between a connecting line between the first signal transmitter (21) or the second signal transmitter (22) and a brake point or a lane change point or a warning point and the windshield at the vehicle endtFor the angle of the vehicle end deflection of the vehicle end (1) at the current time and the initial test time of the vehicle end (1), the vehicle end (1) starts the first signal transmitter (21) or the second signal transmitter (22), and then calculates thetatReplace the value of theta with the current theta1And substituting the second imaging algorithm to recalculate P.
6. The intelligent identification management system for rail transit according to claim 5, wherein: the image processing module (12) is further configured with a calculation frequency t controlling the activation of the third imaging algorithm.
7. The intelligent identification management system for rail transit according to any one of claim 1, wherein: the first control switch (212) is a pressure sensor in electrical signal connection with the first signal transmitting module.
8. The intelligent identification management system for rail transit according to any one of claim 2, characterized in that: the second control switch (222) is a pressure sensor in electrical signal connection with the second signal transmitting module.
9. An intelligent identity management system for rail transit according to claim 1 or 2, characterized in that: the vehicle end (1) further comprises an image closing module (10), and when the driving distance of the vehicle end (1) is equal to the distance between the first signal transmitter (21) or the second signal transmitter (22) and a brake point, a lane changing point or a warning point, a stop signal for stopping projection of the mark is sent to the HUD display device (15).
10. The intelligent identification management system for rail transit according to claim 8, wherein: the image closing module (10) is further configured with forced closing time, and if the time for triggering the first control switch (212) or the second control switch (222) by the vehicle end (1) is longer than the forced closing time, a stop signal for stopping projection of the identifier is sent to the HUD display device (15).
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