CN215851262U - Rail transit vehicle-ground cooperative system - Google Patents
Rail transit vehicle-ground cooperative system Download PDFInfo
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- CN215851262U CN215851262U CN202121658109.6U CN202121658109U CN215851262U CN 215851262 U CN215851262 U CN 215851262U CN 202121658109 U CN202121658109 U CN 202121658109U CN 215851262 U CN215851262 U CN 215851262U
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Abstract
The utility model discloses a rail transit vehicle-ground coordination system, which comprises: a road side unit: paving a plurality of road side units along a rail transit line, and detecting road condition information in a train operation limit in real time through a road condition detection sensor; an on-board unit: the vehicle-mounted unit processes the road condition information sent by the road side unit and then informs the train control unit; DCS network: the road side unit sends the road condition information to a ground data center through the ground wired network, and the ground data center sends the road condition information to a vehicle-mounted unit through the long-distance vehicle-ground wireless network; WL-N network: the short-distance wireless communication is carried out between the road side unit and the vehicle-mounted unit. The utility model has the outstanding characteristics of low difficulty, full-line real-time detection and the like, and has very strong application value.
Description
Technical Field
The utility model belongs to the technical field of rail transit, and particularly relates to a train unmanned technology.
Background
In the rail transit unmanned field, typically, as a subway full automatic Unmanned (UTO) system, no driver operates a train, and therefore, for the UTO train, an additional intelligent system must be used for replacing the driver, such as lookout in front of the train, train control when an abnormal condition is found, and the like.
At present, for the detection of obstacles on a track, vehicle-mounted equipment is usually additionally arranged on a train for detecting obstacles in front of the train, and the defects of high technical difficulty, short detection distance and the like exist.
SUMMERY OF THE UTILITY MODEL
Aiming at the defects of the existing vehicle-mounted equipment-based vehicle front obstacle detection, the utility model aims to solve the technical problem of providing a rail transit vehicle-ground cooperative system, which realizes the detection of the train operation boundary obstacles, can reduce the technical realization difficulty of the system and improve the system performance.
In order to solve the technical problems, the utility model adopts the following technical scheme:
a rail transit vehicle-ground coordination system, comprising:
a road side unit: paving a plurality of road side units along a rail transit line, wherein adjacent road side units are interconnected through a wired or wireless network and are connected to a ground wired network, the distance between the adjacent road side units is DIS, and each road side unit has a unique number and corresponding position information;
the road side unit is provided with a road condition detection sensor, and road condition information in a train operation limit is detected in real time through the road condition detection sensor;
an on-board unit: the vehicle-mounted unit communicates with a ground data center through a long-distance vehicle-ground wireless network and communicates with the road side unit through a WL-N network;
DCS network: the road side unit sends the road condition information to a ground data center through the ground wired network, and the ground data center sends the road condition information to the vehicle-mounted unit through the long-distance vehicle-ground wireless network;
WL-N network: the road side unit is used for short-distance wireless communication between the road side unit and the vehicle-mounted unit, and the road side unit sends road condition information to the vehicle-mounted unit through a WL-N network.
Preferably, a distance measuring module is arranged between the road side unit and the vehicle-mounted unit, and the vehicle-mounted unit calculates the position of the train by identifying the road side unit and a distance measuring result.
Preferably, the road condition detecting sensor has a bidirectional scanning function, and the unidirectional scanning distance is not less than DIS.
Preferably, each road side unit sends the track state information detected by the road side unit to the opposite direction of the train, the number N of RSUs sending the information is determined by DIS and the train braking distance, and the condition is satisfied: and N DIS is more than or equal to the braking distance.
Preferably, the road condition detection sensor comprises a laser radar and a high-definition camera.
Preferably, the train head and the train tail are respectively provided with a vehicle-mounted unit.
Preferably, the road side unit is provided with a train identification module, and the train identification module identifies the train through laser point cloud and/or images.
Preferably, the WL-N network consists of WIFI or UWB or Zigbee.
Preferably, the long-distance train-ground wireless network consists of WLAN or LTE.
The technical scheme adopted by the utility model has the following beneficial effects:
the system has the advantages that the system detects the condition in the whole-line running limit of the train in real time through the road side units laid along the track, informs an OBU (on-board unit) on the train in real time through two networks of WL-N and WL-E, and informs track state information of a data center through a ground network.
Because be equipped with the range finding module between road side unit and the on-board unit to have the train locate function. When the train passes through the RSU, the RSU and the OBU carry out short-time continuous ranging and communication, and the OBU obtains a ranging result; and the OBU calculates the train position by identifying the RSU and the ranging result. The RSU plays a role equivalent to a traditional beacon; the RSUs are uniformly distributed along the line, and the train positions can be simultaneously calculated at the head and the tail of the train, so that train positioning information which is much higher in precision and continuous than that of a traditional beacon can be obtained.
The RSU and the OBU can be completely independent of the existing train control system, and provide functions of running front driving limit conditions, train positioning and the like for the train.
The following detailed description of the present invention will be provided in conjunction with the accompanying drawings.
Drawings
The utility model is further described with reference to the accompanying drawings and the detailed description below:
fig. 1 is a diagram of a rail transit vehicle-ground coordination system according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the utility model, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
With the evolution of artificial intelligence, rail transit unmanned intelligent systems based on leading-edge technologies such as laser, image, communication and the like are rapidly developing.
Aiming at the defects of the existing vehicle front obstacle detection system mainly comprising vehicle-mounted equipment, the utility model provides a train operation clearance obstacle detection technology mainly comprising trackside detection equipment and vehicle-mounted equipment, which can reduce the technical implementation difficulty of the system and improve the system performance.
Technical terms appearing in the detailed description of the utility model are explained below:
DCS network: the LTE or WLAN vehicle-ground wireless network (collectively called WL-E in the utility model) and the ground backbone wired network which are commonly used at present are referred to.
WL-N network: the short-distance wireless communication network is newly added for short-distance communication between the RSU and the OBU; typically WIFI, UWB, Zigbee, etc.
RSU: a road side unit. The trackside all-in-one machine is composed of sensors such as lasers and images, a wireless communication module, a switch, a main control board and the like.
OBU vehicle unit: the vehicle-mounted unit OBU-R comprises a vehicle tail vehicle-mounted unit OBU-R and a vehicle head vehicle-mounted unit OBU-F. The OBU has the function of communicating with the RSU through the WL-N wireless network; it can also communicate with the ground data center through WL-E by accessing the existing communications switch on the train.
SD: the area is scanned. Refers to the area that the sensor (laser point cloud or image, etc.) of the RSU can cover. SD-R refers to the area scanned forward (right) by the RSU, and SD-L refers to the area scanned backward (left) by the RSU.
DIS: distance between adjacent RSUs. It is assumed here that the distance between each RSU is the same, but may of course be different.
As shown in fig. 1, a rail transit vehicle ground coordination system includes:
road side unit RSU: a plurality of Road Side Units (RSUs) are laid along a rail transit line, adjacent Road Side Units (RSUs) are interconnected through a wired or wireless network and are connected to a ground wired network, the distance between every two adjacent Road Side Units (RSUs) is DIS, and each Road Side Unit (RSU) has a unique number and corresponding position information.
The road side unit RSU is provided with a road condition detection sensor, and conditions in a train operation line limit are detected in real time through the road condition detection sensor.
On-board unit OBU: the OBU communicates with a ground data center through a long-distance vehicle-ground wireless network WL-E and communicates with the RSU through a WL-N network. Therefore, the OBU can acquire the track operation limit condition information of the whole line from the ground data center, and judge the running limit condition in front of the train operation by combining the information of the train position and the like acquired from a train network (such as TCMS); the information of the track running clearance condition stored nearby the RSU can be obtained from the RSU, and the running clearance condition in front of the train running can be judged by combining the information of the train position and the like obtained from the RSU.
And the OBU processes the judged running limit condition information in front of the train operation and then informs a train control unit (such as CC of a signal system).
DCS network: the road side unit RSU sends track state information to a ground data center through the ground wired network, the ground data center can master the condition in a track driving clearance of the whole line in real time, and the ground data center sends the track state information to the vehicle-mounted unit OBU through the long-distance vehicle-ground wireless network WL-E.
WL-N network: the road side unit RSU and the OBU are used for short-distance wireless communication between the road side unit RSU and the OBU, when a train passes through the RSU, the RSU and the OBU conduct short-time point-to-point communication and ranging, and the road side unit RSU sends detected track state information to the OBU through the WL-N network.
Therefore, the road side units laid along the track detect the conditions in the whole-line running limit of the train in real time, and can notify the OBU on the train in real time through two networks of WL-N and WL-E and notify track state information of a data center through a ground network, and the safety of train-ground communication between the OBU and the RSU is ensured through the double networks. Compared with the existing vehicle-mounted scheme, the method has the advantages that the scanning is only carried out in a distance in front of the train in the running process of the train, the method has the outstanding characteristics of low difficulty, full-line real-time detection and the like, and has very strong application value.
Moreover, the RSU and the OBU can be completely independent of the existing train control system through the newly-added WL-N network, the functions of running front running clearance conditions, train positioning and the like are provided for the train, and the method can be used for the degraded running of the train.
Further, be equipped with the range finding module between road side unit RSU and the on board unit OBU, on board unit OBU calculates the train position through discernment road side unit RSU and range finding result. When the train passes through the RSU, the RSU and the OBU carry out short-time continuous ranging and communication, and the OBU obtains a ranging result; the RSU plays a role equivalent to a traditional beacon; because the RSUs are uniformly distributed along the line, the effective distance of ranging is far greater than that of a traditional beacon, and the train position can be calculated at the same time at the head and the tail of the train, so that train positioning information which is much higher in precision and continuous than that of the traditional beacon can be obtained.
Preferably, the road condition detection sensor has a bidirectional scanning function, that is, a function of scanning obstacles in a rail traffic limit area in a forward direction and a backward direction simultaneously, and the unidirectional scanning distance is not less than DIS, so as to reduce the number of RSUs. Therefore, the scanning ranges of adjacent RSUs can be mutually covered, for example, the RSU4 can scan to the RSU3 and the RSU5 in a bidirectional way. When one RSU of the train fails, the system still has no detection blind area (both the MEMS laser and the camera have blind areas).
And the RSU has a multicast function, each RSU sends the track state information detected by the RSU to the opposite direction of the train, the number N of the RSUs sending the information is determined by DIS and the train braking distance, and the condition is satisfied: and N DIS is more than or equal to the braking distance. Examples are: DIS is 100 meters, and the braking distance is 300 meters, then N is 3, RSU5 need to send the information of self-detection to RSU2, RSU3, RSU4, when guaranteeing that the train is at RSU2, knows the track limit condition more than 300 meters in the front.
Referring to the existing road condition detection sensor, the road condition detection sensor may include a laser radar and a high definition camera.
Further, the road side unit RSU is provided with a train identification module, and the train identification module identifies the train through laser point cloud and/or images. The specific train identification module can identify the train by adopting algorithms such as deep learning, image identification and the like.
While the utility model has been described with reference to specific embodiments, it will be understood by those skilled in the art that the utility model is not limited thereto, and may be embodied in other forms without departing from the spirit or essential characteristics thereof. Any modification which does not depart from the functional and structural principles of the present invention is intended to be included within the scope of the claims.
Claims (9)
1. A rail transit vehicle-ground coordination system, comprising:
a road side unit: paving a plurality of road side units along a rail transit line, wherein adjacent road side units are interconnected through a wired or wireless network and are connected to a ground wired network, and the distance between the adjacent road side units is DIS;
the road side unit is provided with a road condition detection sensor, and road condition information in a train operation limit is detected in real time through the road condition detection sensor;
an on-board unit: the vehicle-mounted unit communicates with a ground data center through a long-distance vehicle-ground wireless network and communicates with the road side unit through a WL-N network;
DCS network: the road side unit sends the road condition information to a ground data center through the ground wired network, and the ground data center sends the road condition information to the vehicle-mounted unit through the long-distance vehicle-ground wireless network;
WL-N network: the road side unit is used for short-distance wireless communication between the road side unit and the vehicle-mounted unit, and the road side unit sends road condition information to the vehicle-mounted unit through a WL-N network.
2. The rail transit vehicle-ground coordination system according to claim 1, wherein: and a distance measuring module is arranged between the road side unit and the vehicle-mounted unit.
3. The rail transit vehicle-ground coordination system according to claim 1, wherein: the road condition detection sensor has a bidirectional scanning function, and the unidirectional scanning distance is not less than DIS.
4. The rail transit vehicle-ground coordination system according to claim 1, wherein: each road side unit sends track state information detected by the road side unit to the opposite direction of the advancing of the train, the number N of RSUs for sending the information is determined by DIS and the braking distance of the train, and the conditions are met: and N DIS is more than or equal to the braking distance.
5. The rail transit vehicle-ground coordination system according to claim 1, wherein: the road condition detection sensor comprises a laser radar and a high-definition camera.
6. The rail transit vehicle-ground coordination system according to claim 1, wherein: the train head and the train tail are respectively provided with a vehicle-mounted unit.
7. The rail transit vehicle-ground coordination system according to claim 1, wherein: the roadside unit is provided with a train identification module, and the train identification module identifies the train through laser point cloud and/or images.
8. The rail transit vehicle-ground coordination system according to claim 1, wherein: the WL-N network consists of WIFI or UWB or Zigbee.
9. The rail transit vehicle-ground coordination system according to claim 1, wherein: the long-distance train-ground wireless network consists of WLAN or LTE.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121658109.6U CN215851262U (en) | 2021-07-20 | 2021-07-20 | Rail transit vehicle-ground cooperative system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121658109.6U CN215851262U (en) | 2021-07-20 | 2021-07-20 | Rail transit vehicle-ground cooperative system |
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| Publication Number | Publication Date |
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| CN215851262U true CN215851262U (en) | 2022-02-18 |
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| CN202121658109.6U Active CN215851262U (en) | 2021-07-20 | 2021-07-20 | Rail transit vehicle-ground cooperative system |
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2021
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