WO2024067484A1 - 轨道交通车辆横断面轮廓的检测系统、检测方法和装置 - Google Patents

轨道交通车辆横断面轮廓的检测系统、检测方法和装置 Download PDF

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WO2024067484A1
WO2024067484A1 PCT/CN2023/121104 CN2023121104W WO2024067484A1 WO 2024067484 A1 WO2024067484 A1 WO 2024067484A1 CN 2023121104 W CN2023121104 W CN 2023121104W WO 2024067484 A1 WO2024067484 A1 WO 2024067484A1
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Prior art keywords
dimensional
cross
coordinate value
sectional profile
detection point
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PCT/CN2023/121104
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English (en)
French (fr)
Inventor
李永生
牛成亮
金田甜
褚衍涛
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CRRC Changchun Railway Vehicles Co Ltd
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CRRC Changchun Railway Vehicles Co Ltd
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B11/00—Measuring arrangements characterised by the use of optical techniques
    • G01B11/002—Measuring arrangements characterised by the use of optical techniques for measuring two or more coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/02—Profile gauges, e.g. loading gauges
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B11/00—Measuring arrangements characterised by the use of optical techniques
    • G01B11/24—Measuring arrangements characterised by the use of optical techniques for measuring contours or curvatures

Definitions

  • the present application relates to the field of vehicle detection technology, and in particular to a detection system, method and device for the cross-sectional profile of a rail transit vehicle.
  • the cross-sectional profile of a rail transit vehicle refers to the projection of the external profile of a certain cross-section of the vehicle on a two-dimensional plane at a certain moment when the rail transit vehicle is running.
  • the detection scheme of the cross-sectional profile of rail transit vehicles in the prior art generally sets a laser detector on a horizontal plane, obtains the reference coordinate values of each point on the external profile of the target vehicle in the reference coordinate system through the laser detector, and draws the cross-sectional profile of the target vehicle according to the reference coordinate values of each point.
  • the reference coordinate values of each point on the cross-sectional profile of the target vehicle obtained by the laser detector are not accurate enough, resulting in the cross-sectional profile of the drawn target vehicle not being accurate enough, which affects the subsequent judgment of the relationship between the cross-sectional profile of the vehicle and the static limit.
  • the purpose of the present application is to provide a detection system, a detection method and a device for the cross-sectional profile of a rail transit vehicle, which can make the determined cross-sectional profile of the rail transit vehicle more accurate.
  • an embodiment of the present application provides a system for detecting a cross-sectional profile of a rail transit vehicle, the detection system comprising:
  • a target clearance gate disposed at a target detection position, a predetermined number of scanning devices, processing devices and digital signal synchronization triggers disposed on the target clearance gate at predetermined intervals;
  • the predetermined number of scanning devices are respectively connected to the processing device for communication;
  • the digital signal synchronization trigger is connected to the predetermined number of scanning devices for synchronizing the predetermined number of scanning devices;
  • Each scanning device in the predetermined number of scanning devices is used to scan in real time corresponding detection points on the cross-sectional profile of the target vehicle when the target vehicle passes through the target limit gate, and obtain a dynamic three-dimensional device coordinate value of each detection point in the three-dimensional device coordinate system of the scanning device;
  • the processing device is used to obtain in real time through each scanning device the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device, and based on the dynamic three-dimensional device coordinate value of each detection point, draw the cross-sectional profile of the target vehicle at the moment it passes through the target limit gate in a predefined three-dimensional reference coordinate system.
  • an embodiment of the present application provides a method for detecting a cross-sectional profile of a rail transit vehicle, the detection method comprising:
  • a cross-sectional profile of the target vehicle at the moment of passing through the target limit gate is drawn in the three-dimensional reference coordinate system.
  • the predefined reference coordinate system takes the intersection of the cross section of the target vehicle and the track centerline as the coordinate origin, the vertical upward direction of the coordinate origin as the Y axis, the forward direction of the track centerline along the coordinate origin in the upper track surface as the Z axis, and the rightward direction of the track centerline perpendicular to the coordinate origin in the upper track surface as the X axis;
  • the track center line is a straight line passing through the center points of the two rails and parallel to the two rails;
  • the upper rail surface is a plane formed by the upper parts of the two rails.
  • the step of determining the rotation matrix and the translation matrix comprises:
  • the rotation matrix and the translation matrix are determined by using the least square method.
  • the rotation matrix and the translation matrix are determined using the following formula:
  • R is the rotation matrix
  • T is the translation matrix
  • PK is the static three-dimensional device coordinate value of the Kth detection point
  • QK is the static three-dimensional reference coordinate value of the Kth detection point
  • i is the number of detection points
  • E(R, T) is the target equation about the rotation matrix R and the translation matrix T.
  • U is the dynamic three-dimensional device coordinate value of the detection point in the three-dimensional device coordinate system
  • P is the dynamic three-dimensional reference coordinate value of the detection point in the three-dimensional reference coordinate system.
  • the detection method further includes:
  • an embodiment of the present application provides a device for detecting a cross-sectional profile of a rail transit vehicle, the detection device comprising:
  • An acquisition module used for acquiring in real time through each scanning device the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device;
  • a coordinate conversion module for determining, for each detection point, a dynamic three-dimensional device coordinate value of the detection point in a predefined three-dimensional reference coordinate system based on the dynamic three-dimensional device coordinate value, a predefined rotation matrix and a translation matrix;
  • a drawing module is used to draw the cross-sectional profile of the target vehicle at the time of passing through the target limit gate in the three-dimensional reference coordinate system based on the dynamic three-dimensional reference coordinate value of each detection point.
  • an embodiment of the present application provides a processing device, including: a processor, a memory, and a bus, wherein The memory stores machine-readable instructions executable by the processor.
  • the processor When the electronic device is running, the processor and the memory communicate through the bus.
  • the machine-readable instructions When the machine-readable instructions are run by the processor, the steps of the above-mentioned method for detecting the cross-sectional profile of a rail transit vehicle are executed.
  • an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the steps of the above-mentioned method for detecting the cross-sectional profile of a rail transit vehicle are executed.
  • the embodiment of the present application provides a detection system, detection method and device for the cross-sectional profile of a rail transit vehicle.
  • a predetermined number of scanning devices are set on the target clearance gate at predetermined intervals.
  • the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device is obtained in real time from each scanning device, and based on the dynamic three-dimensional device coordinate value of each detection point, the cross-sectional profile of the target vehicle at the time of passing through the target clearance gate is drawn in a predefined three-dimensional reference coordinate system.
  • the cross-sectional profile of the rail transit vehicle can be determined more accurately.
  • FIG1 shows a schematic structural diagram of a rail transit vehicle cross-sectional profile detection system provided by an exemplary embodiment of the present application
  • FIG2 shows a flow chart of a method for detecting a cross-sectional profile of a rail transit vehicle provided by an exemplary embodiment of the present application
  • FIG3 is a schematic diagram showing a predefined reference coordinate system provided by an exemplary embodiment of the present application.
  • FIG4 shows a schematic structural diagram of a device for detecting a cross-sectional profile of a rail transit vehicle provided by an exemplary embodiment of the present application
  • FIG. 5 shows a schematic structural diagram of an electronic device provided by an exemplary embodiment of the present application.
  • the detection scheme of the cross-sectional profile of rail transit vehicles in the prior art generally sets a laser detector on a horizontal plane, obtains the reference coordinate values of each point on the external profile of the target vehicle in the reference coordinate system through the laser detector, and draws the cross-sectional profile of the target vehicle according to the reference coordinate values of each point.
  • the reference coordinate values of each point on the cross-sectional profile of the target vehicle obtained by the laser detector are not accurate enough, resulting in the cross-sectional profile of the drawn target vehicle not being accurate enough, which affects the subsequent judgment of the relationship between the cross-sectional profile of the vehicle and the static limit.
  • the embodiments of the present application provide a system, method and device for detecting the cross-sectional profile of a rail transit vehicle, which can make the determined cross-sectional profile of the rail transit vehicle more accurate.
  • rail transit vehicles refer to vehicles that can run on tracks, such as subways, trains and light rails.
  • FIG. 1 is a schematic diagram of the structure of a rail transit vehicle cross-sectional profile detection system provided by an exemplary embodiment of the present application.
  • a detection system for the cross-sectional profile of a rail transit vehicle may include: a target clearance door 10 set at a target detection position, a predetermined number of scanning devices M1-Mn set on the target clearance door 10 at predetermined intervals, a processing device 20, and a digital signal synchronization trigger 30.
  • the predetermined interval is set according to actual needs.
  • the predetermined number n is 14.
  • the predetermined number of scanning devices are respectively connected to the processing device in communication; for example, scanning device M1 is connected to the processing device, scanning device M2 is connected to the processing device, and scanning device Mn is connected to the processing device.
  • the digital signal synchronization trigger is connected to the predetermined number of scanning devices in communication, and is used to synchronize the predetermined number of scanning devices; for example, the digital signal synchronization trigger is connected to the scanning device M1 in communication, and the digital signal synchronization trigger is connected to the scanning device Mn in communication.
  • the device M2 is in communication connection, and the digital signal synchronization trigger is in communication connection with the scanning device Mn.
  • the scanning device may be
  • Each scanning device among the predetermined number of scanning devices is used to scan the corresponding detection points on the cross-sectional contour of the target vehicle when the target vehicle passes through the target limit gate in real time, and obtain the dynamic three-dimensional device coordinate value of each of the corresponding detection points in the three-dimensional device coordinate system of the scanning device.
  • the detection points corresponding to the scanning device M1 may be all the points in the corresponding area on the cross-sectional profile that can be scanned by the scanning device.
  • the scanning device may be a laser camera sensor.
  • the three-dimensional device coordinate system of the scanning device is the coordinate system of the scanning device itself, that is, the camera coordinate system.
  • the three-dimensional device coordinate system can take the geometric center of the camera lens of the scanning device as the coordinate origin, the optical axis of the camera lens as the Z axis, the horizontal axis X to the right of the coordinate origin, and the vertical axis Y to the top of the coordinate origin.
  • the processing device is used to obtain in real time through each scanning device the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device, and based on the dynamic three-dimensional device coordinate value of each detection point, draw the cross-sectional profile of the target vehicle at the moment it passes through the target limit gate in a predefined three-dimensional reference coordinate system.
  • the detection system of the cross-sectional profile of a rail transit vehicle sets a predetermined number of scanning devices on the target clearance gate at predetermined intervals, obtains the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device in real time from each scanning device, and draws the cross-sectional profile of the target vehicle at the moment of passing through the target clearance gate in a predefined three-dimensional reference coordinate system based on the dynamic three-dimensional device coordinate value of each detection point.
  • the cross-sectional profile of the rail transit vehicle can be determined more accurately.
  • FIG. 2 shows a flow chart of a method for detecting a cross-sectional profile of a rail transit vehicle provided in an exemplary embodiment of the present application.
  • a method for detecting a cross-sectional profile of a rail transit vehicle includes:
  • FIG. 3 shows a schematic diagram of a predefined reference coordinate system provided by an exemplary embodiment of the present application.
  • the predefined reference coordinate system takes the intersection of the cross section of the target vehicle and the track centerline as the coordinate origin O, the vertical upward direction of the coordinate origin O as the Y-axis, the forward direction of the track centerline along the coordinate origin O in the upper track surface as the Z-axis, and the direction to the right of the track centerline perpendicular to the coordinate origin O in the upper track surface as the X-axis.
  • the track center line is a straight line passing through the center point O of the two rails and parallel to the two rails;
  • the upper rail surface is a plane formed by the upper parts of the two rails.
  • step S102 the step of determining the rotation matrix and the translation matrix includes steps S201 to S203:
  • each scanning device can be used to obtain the static three-dimensional device coordinate value of each detection point on the cross-sectional contour currently under the target limit gate corresponding to the scanning device in the three-dimensional device coordinate system, and then the target vehicle is moved forward and then stationary, and each scanning device is used again to obtain the static three-dimensional device coordinate value of each detection point on the cross-sectional contour currently under the target limit gate corresponding to the scanning device in the three-dimensional device coordinate system, and so on to obtain the static three-dimensional device coordinate value of each detection point on at least one cross-sectional contour of the target vehicle in a static state in the three-dimensional device coordinate system.
  • S202 Obtain, by means of a static calibration device, a static three-dimensional reference coordinate value of each detection point on the at least one cross-sectional profile of the target vehicle in a static state in a three-dimensional reference coordinate system.
  • the static calibration device may be a total station.
  • each detection point on the at least one cross-sectional profile to be acquired by the static calibration device corresponds to each detection point on the at least one cross-sectional profile acquired in step S201.
  • the detection point on the cross-sectional profile at a predetermined position on the vehicle body is acquired in step S201, then the detection point on the at least one cross-sectional profile to be acquired by the static calibration device is also the detection point on the cross-sectional profile at the predetermined position on the vehicle body.
  • S203 Determine the rotation matrix and the translation matrix using a least squares method based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point.
  • the rotation matrix and the translation matrix may be determined based on the static three-dimensional reference coordinate value and the static three-dimensional device coordinate value of each detection point using the following formula:
  • R is the rotation matrix
  • T is the translation matrix
  • PK is the static three-dimensional device coordinate value of the Kth detection point
  • QK is the static three-dimensional reference coordinate value of the Kth detection point
  • i is the number of detection points
  • E(R, T) is the target equation about the rotation matrix R and the translation matrix T.
  • the above formula can be considered as finding the values of the corresponding rotation matrix R and translation matrix T when the target equation: E(R, T) takes the minimum value.
  • U is the dynamic three-dimensional device coordinate value of the detection point in the three-dimensional device coordinate system
  • P is the dynamic three-dimensional reference coordinate value of the detection point in the three-dimensional reference coordinate system.
  • the dynamic 3D device coordinate value of the detection point is:
  • the rotation angles required to transform the detection point from the 3D device coordinate system to the 3D reference coordinate system are ⁇ , ⁇ and ⁇ in each direction, and the displacements required to translate in each direction are x′, y′ and z′.
  • the transformation relationship for transforming the detection point from the 3D device coordinate system to the 3D reference coordinate system is:
  • [U V W] T is the dynamic three-dimensional device coordinate value of the detection point in the three-dimensional device coordinate system
  • [X Y Z] T is the dynamic three-dimensional reference coordinate value of the detection point in the three-dimensional reference coordinate system
  • the cross-sectional profile of the target vehicle at the moment it passes through the target limit gate can be drawn along the line connecting the dynamic three-dimensional reference coordinate values of each detection point in the three-dimensional reference coordinate system.
  • the cross-sectional profile after obtaining the cross-sectional profile of the target vehicle when it passes through the target limit gate, the cross-sectional profile can be compared with the standard value of the vehicle limit to determine the comparison result; if the comparison result is that the cross-sectional profile exceeds the standard value, an over-limit warning is issued.
  • the detection method of the cross-sectional profile of a rail transit vehicle sets a predetermined number of scanning devices on the target clearance gate at predetermined intervals, obtains the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device in real time from each scanning device, and draws the cross-sectional profile of the target vehicle at the moment of passing through the target clearance gate in a predefined three-dimensional reference coordinate system based on the dynamic three-dimensional device coordinate value of each detection point.
  • the cross-sectional profile of the rail transit vehicle can be determined more accurately.
  • FIG. 4 shows a schematic structural diagram of a device for detecting a cross-sectional profile of a rail transit vehicle provided in an exemplary embodiment of the present application.
  • the detection device 400 includes:
  • An acquisition module 401 is used to acquire, in real time through each scanning device, a dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device;
  • the coordinate conversion module 402 is used to determine, for each detection point, the dynamic three-dimensional device coordinate value of the detection point in a predefined three-dimensional basis based on the dynamic three-dimensional device coordinate value, the predefined rotation matrix and the translation matrix. Dynamic three-dimensional reference coordinate values in quasi-coordinate system;
  • the drawing module 403 is used to draw the cross-sectional profile of the target vehicle at the time of passing through the target limit gate in the three-dimensional reference coordinate system based on the dynamic three-dimensional reference coordinate value of each detection point.
  • the predefined reference coordinate system takes the intersection of the cross section of the target vehicle and the track centerline as the coordinate origin, the vertical upward direction of the coordinate origin as the Y axis, the forward direction of the track centerline along the coordinate origin in the upper track surface as the Z axis, and the rightward direction of the track centerline perpendicular to the coordinate origin in the upper track surface as the X axis;
  • the track center line is a straight line passing through the center points of the two rails and parallel to the two rails;
  • the upper rail surface is a plane formed by the upper parts of the two rails.
  • the detection device 400 further includes a calibration module 404, and the calibration module 404 is used to:
  • the rotation matrix and the translation matrix are determined by using the least square method.
  • the calibration module 404 is specifically used to:
  • the rotation matrix and the translation matrix are determined using the following formula:
  • R is the rotation matrix
  • T is the translation matrix
  • PK is the static three-dimensional device coordinate value of the Kth detection point
  • QK is the static three-dimensional reference coordinate value of the Kth detection point
  • i is the number of detection points
  • E(R, T) is the target equation about the rotation matrix R and the translation matrix T.
  • the drawing module 403 is used to:
  • U is the dynamic three-dimensional device coordinate value of the detection point in the three-dimensional device coordinate system
  • P is the dynamic three-dimensional reference coordinate value of the detection point in the three-dimensional reference coordinate system.
  • the detection device 400 further includes an alarm module 405 (not shown in the figure), and the alarm module 405 is used to:
  • the detection device for the cross-sectional profile of a rail transit vehicle provided in the embodiment of the present application sets a predetermined number of scanning devices on the target clearance gate at predetermined intervals, obtains the dynamic three-dimensional device coordinate value of each detection point on the cross-sectional profile of the target vehicle corresponding to the scanning device in the three-dimensional device coordinate system of the scanning device in real time from each scanning device, and draws the cross-sectional profile of the target vehicle at the moment of passing through the target clearance gate in a predefined three-dimensional reference coordinate system based on the dynamic three-dimensional device coordinate value of each detection point.
  • the cross-sectional profile of the rail transit vehicle can be determined more accurately.
  • Fig. 5 is a schematic diagram of the structure of a processing device provided in an embodiment of the present application.
  • the processing device 500 includes a processor 510, a memory 520 and a bus 530.
  • the memory 520 stores machine-readable instructions executable by the processor 510.
  • the processor 510 communicates with the memory 520 through the bus 530.
  • the machine-readable instructions are executed by the processor 510, the steps of the above-mentioned method for detecting the cross-sectional profile of a rail transit vehicle can be executed.
  • the specific implementation method can be found in the method embodiment, which will not be repeated here.
  • An embodiment of the present application also provides a computer-readable storage medium, on which a computer program is stored.
  • the computer program is executed by a processor, the steps of the above-mentioned method for detecting the cross-sectional profile of a rail transit vehicle can be executed.
  • the specific implementation method can be found in the method embodiment, which will not be repeated here.
  • the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.
  • the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that can be executed by a processor.
  • the technical solution of the present application can essentially or partly contribute to the prior art or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods described in each embodiment of the present application.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, and other media that can store program codes.

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Abstract

一种轨道交通车辆横断面轮廓的检测系统，包括：设置在目标检测位的目标限界门（10）、按照预定间隔设置在目标限界门（10）上的预定数量的扫描设备（M1-Mn）、处理设备（20）和数字信号同步触发器（30）；处理设备（20）用于通过扫描设备（M1-Mn）实时获取与扫描设备（M1-Mn）对应的目标车辆的横断面轮廓上的每个检测点在扫描设备（M1-Mn）的三维设备坐标系下的动态三维设备坐标值，并基于每个检测点的动态三维设备坐标值，在预先定义的三维基准坐标系下绘制目标车辆通过目标限界门（10）时刻的横断面轮廓。通过所述检测系统，能够使得确定的轨道交通车辆的横断面轮廓更加准确。还提供一种轨道交通车辆横断面轮廓的检测方法和装置。

Description

轨道交通车辆横断面轮廓的检测系统、检测方法和装置
相关申请的交叉引用
本申请要求于2022年09月26日提交中国国家知识产权局的申请号为202211174471.5、名称为“轨道交通车辆横断面轮廓的检测系统、检测方法和装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆检测技术领域，尤其是涉及一种轨道交通车辆横断面轮廓的检测系统、检测方法和装置。
背景技术
轨道交通车辆的横断面轮廓是指轨道交通车辆运行时某一时刻车辆的某一横断面的外部轮廓在二维平面上的投影。通过将轨道交通车辆的横断面轮廓与静态限界进行对比，可以获知轨道交通车辆的横断面轮廓是否超过了静态限界，从而对轨道交通车辆进行后续的处理。
目前，现有技术中的轨道交通车辆的横断面轮廓的检测方案一般是在水平面上设置一个激光检测仪，通过该激光检测仪获取目标车辆的外部轮廓上的各个点在基准坐标系下的基准坐标值，根据各个点的基准坐标值绘制目标车辆的横断面轮廓。然而，现有技术中的这种方案，通过激光检测仪获取的目标车辆的横断面轮廓上的各个点的基准坐标值不够准确，导致绘制的目标车辆的横断面轮廓也不够准确，影响了后续对车辆横断面轮廓与静态限界的关系的判断。
发明内容
有鉴于此，本申请的目的在于提供一种轨道交通车辆横断面轮廓的检测系统、检测方法和装置，能够使得确定的轨道交通车辆的横断面轮廓更加准确。
第一方面，本申请实施例提供了一种轨道交通车辆横断面轮廓的检测系统，所述检测系统包括：
设置在目标检测位的目标限界门、按照预定间隔设置在所述目标限界门上的预定数量的扫描设备、处理设备和数字信号同步触发器；
所述预定数量的扫描设备分别与所述处理设备通信连接；所述数字信号同步触发器与所述预定数量的扫描设备通信连接，用于同步所述预定数量的扫描设备；
所述预定数量的扫描设备中的每个扫描设备用于实时扫描目标车辆通过所述目标限界门时所述目标车辆的横断面轮廓上对应的检测点，获得所述对应的检测点中的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值；
所述处理设备用于通过每个扫描设备实时获取与该扫描设备对应的所述目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值，并基于每个检测点的动态三维设备坐标值，在预先定义的三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。
第二方面，本申请实施例提供了一种轨道交通车辆横断面轮廓的检测方法，所述检测方法包括：
通过每个扫描设备实时获取与该扫描设备对应的目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值；
针对每个检测点，基于所述动态三维设备坐标值、预先确定的旋转矩阵和平移矩阵，确定该检测点的动态三维设备坐标值在预先定义好的三维基准坐标系下的动态三维基准坐标值；
基于每个检测点的动态三维基准坐标值，在所述三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。
可选地，所述预先定义好的基准坐标系以所述目标车辆的横断面与轨道中心线的交点为坐标原点，以所述坐标原点竖直向上的方向为Y轴，以在上轨面内通过坐标原点沿着的轨道中心线向前的方向为Z轴，以在上轨面内通过坐标原点垂直轨道中心线向右的方向为X轴；
其中，所述轨道中心线为通过两轨中心点并平行于两轨的直线；所述上轨面为两轨上部形成的平面。
可选地，确定所述旋转矩阵和所述平移矩阵的步骤包括：
通过每个扫描设备获取所述目标车辆在静态下的至少一个横断面轮廓上与该扫描设备对应的每个检测点在三维设备坐标系下的静态三维设备坐标值；
通过静态标定设备获取所述目标车辆在静态下的所述至少一个横断面轮廓上的每个检测点在三维基准坐标系下的静态三维基准坐标值；
基于所述每个检测点的静态三维基准坐标值和静态三维设备坐标值，利用最小二乘法确定所述旋转矩阵和所述平移矩阵。
可选地，所述基于所述每个检测点的静态三维基准坐标值和静态三维设备坐标值，利用以下公式确定所述旋转矩阵和所述平移矩阵：
其中，R为旋转矩阵；T为平移矩阵；PK为第K个检测点的静态三维设备坐标值；QK为第K个检测点的静态三维基准坐标值；i为检测点的数量；E(R，T)为关于旋转矩阵R和平移矩阵T的目标方程。
可选地，所述针对每个检测点，基于所述动态三维设备坐标值、预先确定的旋转矩阵和平移矩阵，利用以下公式确定该检测点的动态三维设备坐标值在预先定义好的三维基准坐标系下的动态三维基准坐标值：
P＝RU+T；
其中，U为该检测点在三维设备坐标系下的动态三维设备坐标值；P为该检测点在三维基准坐标系下的动态三维基准坐标值。
可选地，在获得所述目标车辆通过所述目标限界门时刻的横断面轮廓之后，所述检测方法还包括：
将所述横断面轮廓与车辆限界的标准值进行对比，确定对比结果；
如果对比结果为所述横断面轮廓超出所述标准值，则发出超限警告。
第三方面，本申请实施例提供了一种轨道交通车辆横断面轮廓的检测装置，所述检测装置包括：
获取模块，用于通过每个扫描设备实时获取与该扫描设备对应的目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值；
坐标转换模块，用于针对每个检测点，基于所述动态三维设备坐标值、预先确定的旋转矩阵和平移矩阵，确定该检测点的动态三维设备坐标值在预先定义好的三维基准坐标系下的动态三维基准坐标值；
绘制模块，用于基于每个检测点的动态三维基准坐标值，在所述三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。
第四方面，本申请实施例提供了一种处理设备，包括：处理器、存储器和总线，所 述存储器存储有所述处理器可执行的机器可读指令，当电子设备运行时，所述处理器与所述存储器之间通过所述总线进行通信，所述机器可读指令被所述处理器运行时执行如上述轨道交通车辆横断面轮廓的检测方法的步骤。
第五方面，本申请实施例提供了一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器运行时执行如上述轨道交通车辆横断面轮廓的检测方法的步骤。
本申请实施例提供的一种轨道交通车辆横断面轮廓的检测系统、检测方法和装置，按照预定间隔在目标限界门上设置了预定数量的扫描设备，通过从每个扫描设备实时获取与该扫描设备对应的目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值，并基于每个检测点的动态三维设备坐标值，在预先定义的三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。与现有技术中的方法相比，能够使得确定的轨道交通车辆的横断面轮廓更加准确。
为使本申请的上述目的、特征和优点能更明显易懂，下文特举较佳实施例，并配合所附附图，作详细说明如下。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，应当理解，以下附图仅示出了本申请的某些实施例，因此不应被看作是对范围的限定，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他相关的附图。
图1示出了本申请示例性实施例提供的一种轨道交通车辆横断面轮廓的检测系统的结构示意图；
图2示出了本申请示例性实施例提供的一种轨道交通车辆横断面轮廓的检测方法的流程图；
图3示出了本申请示例性实施例提供的预先定义好的基准坐标系的示意图；
图4示出了本申请示例性实施例提供的一种轨道交通车辆横断面轮廓的检测装置的结构示意图；
图5示出了本申请示例性实施例所提供的一种电子设备的结构示意图。
具体实施方式
为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。通常在此处附图中描述和示出的本申请实施例的组件可以以各种不同的配置来布置和设计。因此，以下对在附图中提供的本申请的实施例的详细描述并非旨在限制要求保护的本申请的范围，而是仅仅表示本申请的选定实施例。基于本申请的实施例，本领域技术人员在没有做出创造性劳动的前提下所获得的每个其他实施例，都属于本申请保护的范围。
目前，现有技术中的轨道交通车辆的横断面轮廓的检测方案一般是在水平面上设置一个激光检测仪，通过该激光检测仪获取目标车辆的外部轮廓上的各个点在基准坐标系下的基准坐标值，根据各个点的基准坐标值绘制目标车辆的横断面轮廓。然而，现有技术中的这种方案，通过激光检测仪获取的目标车辆的横断面轮廓上的各个点的基准坐标值不够准确，导致绘制的目标车辆的横断面轮廓也不够准确，影响了后续对车辆横断面轮廓与静态限界的关系的判断。
基于此，本申请实施例提供了一种轨道交通车辆横断面轮廓的检测系统、检测方法和装置，能够使得确定的轨道交通车辆的横断面轮廓更加准确。
需要说明的是，以上所述的轨道交通车辆是指可以运行在轨道上的车辆，例如，地铁，火车和轻轨等。
下面，将对本申请示例性实施例提供的一种轨道交通车辆横断面轮廓的检测系统进行介绍。
请参阅图1，图1为本申请示例性实施例提供的一种轨道交通车辆横断面轮廓的检测系统的结构示意图。
如图1中所示，本申请示例性实施例提供的一种轨道交通车辆横断面轮廓的检测系统可以包括：设置在目标检测位的目标限界门10、按照预定间隔设置在所述目标限界门10上的预定数量的扫描设备M1-Mn、处理设备20和数字信号同步触发器30。这里，预定间隔是根据实际需要设置的。这里，优选地，所述预定数量n为14。
所述预定数量的扫描设备分别与所述处理设备通信连接；例如，扫描设备M1与处理设备连接，扫描设备M2与处理设备连接，扫描设备Mn与处理设备连接。所述数字信号同步触发器与所述预定数量的扫描设备通信连接，用于同步所述预定数量的扫描设备；例如，数字信号同步触发器与扫描设备M1通信连接，数字信号同步触发器与扫描 设备M2通信连接，数字信号同步触发器与扫描设备Mn通信连接。作为示例，所述扫描设备可以为
所述预定数量的扫描设备中的每个扫描设备用于实时扫描目标车辆通过所述目标限界门时所述目标车辆的横断面轮廓上对应的检测点，获得所述对应的检测点中的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值。
作为示例，扫描设备M1对应的检测点可以为扫描设备所能扫描到的横断面轮廓上对应的区域内的所有的点。
作为示例，所述扫描设备可以为激光摄像式传感器。
这里，扫描设备的三维设备坐标系为扫描设备本身的坐标系，即相机坐标系，作为示例，三维设备坐标系可以以扫描设备的相机透镜的几何中心为坐标原点，以相机透镜的光轴为Z轴，以坐标原点水平向右为横坐标轴X，以坐标原点竖直向上为纵坐标轴Y。
所述处理设备用于通过每个扫描设备实时获取与该扫描设备对应的所述目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值，并基于每个检测点的动态三维设备坐标值，在预先定义的三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。
本申请示例性实施例提供的轨道交通车辆横断面轮廓的检测系统，按照预定间隔在目标限界门上设置了预定数量的扫描设备，通过从每个扫描设备实时获取与该扫描设备对应的目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值，并基于每个检测点的动态三维设备坐标值，在预先定义的三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。与现有技术中的方法相比，能够使得确定的轨道交通车辆的横断面轮廓更加准确。
下面，将结合图2对上述处理设备所能执行的轨道交通车辆横断面轮廓的检测方法进行详细介绍。
请参阅图2，图2示出了本申请示例性实施例提供的一种轨道交通车辆横断面轮廓的检测方法的流程图。
如图2所示，本申请示例性实施例提供的一种轨道交通车辆横断面轮廓的检测方法包括：
S101、通过每个扫描设备实时获取与该扫描设备对应的目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值。
S102、针对每个检测点，基于所述动态三维设备坐标值、预先确定的旋转矩阵和平移矩阵，确定该检测点的动态三维设备坐标值在预先定义好的三维基准坐标系下的动态三维基准坐标值。
请参阅图3，图3示出了本申请示例性实施例提供的预先定义好的基准坐标系的示意图。
如图3所示，所述预先定义好的基准坐标系以所述目标车辆的横断面与轨道中心线的交点为坐标原点O，以所述坐标原点O竖直向上的方向为Y轴，以在上轨面内通过坐标原点O沿着的轨道中心线向前的方向为Z轴，以在上轨面内通过坐标原点O垂直轨道中心线向右的方向为X轴。
这里，所述轨道中心线为通过两轨中心点O并平行于两轨的直线；所述上轨面为两轨上部形成的平面。
具体地，在步骤S102中，确定所述旋转矩阵和所述平移矩阵的步骤包括步骤S201～S203：
S201、通过每个扫描设备获取所述目标车辆在静态下的至少一个横断面轮廓上与该扫描设备对应的每个检测点在三维设备坐标系下的静态三维设备坐标值。
在该步骤中，可以在目标车辆静止在目标限界门下时，通过每个扫描设备获取当前在目标限界门下的横断面轮廓上与该扫描设备对应的每个检测点在三维设备坐标系下的静态三维设备坐标值，然后将目标车辆向前移动再静止，再次通过每个扫描设备获取当前在目标限界门下的横断面轮廓上与该扫描设备对应的每个检测点在三维设备坐标系下的静态三维设备坐标值，以此类推以获取所述目标车辆在静态下的所述至少一个横断面轮廓上与该扫描设备对应的每个检测点在三维设备坐标系下的静态三维设备坐标值。
S202、通过静态标定设备获取所述目标车辆在静态下的所述至少一个横断面轮廓上的每个检测点在三维基准坐标系下的静态三维基准坐标值。
作为示例，静态标定设备可以为全站仪。
这里，静态标定设备所要获取的至少一个横断面轮廓上的每个检测点与步骤S201中获取的至少一个横断面轮廓上的每个检测点是一一对应的。例如，若步骤S201中获取的是车身上预定位置的横断面轮廓上的检测点，则静态标定设备所要获取的至少一个横断面轮廓上的检测点也为车身上的预定位置的横断面轮廓上的检测点。
S203、基于所述每个检测点的静态三维基准坐标值和静态三维设备坐标值，利用最小二乘法确定所述旋转矩阵和所述平移矩阵。
例如，在步骤S203中，可以基于所述每个检测点的静态三维基准坐标值和静态三维设备坐标值，利用以下公式确定所述旋转矩阵和所述平移矩阵：
其中，R为旋转矩阵；T为平移矩阵；PK为第K个检测点的静态三维设备坐标值；QK为第K个检测点的静态三维基准坐标值；i为检测点的数量；E(R，T)为关于旋转矩阵R和平移矩阵T的目标方程。
这里，由最小二乘法的原理可知，上述公式可以认为是求当目标方程：E(R，T)取最小值时，对应的旋转矩阵R和平移矩阵T的值。
请继续参阅图2，具体地，在步骤S102中，所述针对每个检测点，基于所述动态三维设备坐标值、预先确定的旋转矩阵和平移矩阵，利用以下公式确定该检测点的动态三维设备坐标值在预先定义好的三维基准坐标系下的动态三维基准坐标值：
P＝RU+T；
其中，U为该检测点在三维设备坐标系下的动态三维设备坐标值；P为该检测点在三维基准坐标系下的动态三维基准坐标值。
下面，将对上述针对每个检测点，基于所述动态三维设备坐标值、预先确定的旋转矩阵和平移矩阵，确定该检测点的动态三维设备坐标值在预先定义好的三维基准坐标系下的动态三维基准坐标值的原理进行介绍。
假设针对任意一个检测点，该检测点的动态三维设备坐标值为：
(U，V，X)，将该检测点在三维设备坐标系下转换到三维基准坐标系下需要在每个方向旋转的旋转角度分别为α、β和θ，需要在每个方向平移的位移分别为x′、y′和z′，则将该检测点从三维设备坐标系下转换到三维基准坐标系下的变换关系式为：

上述变换关系式中：[U V W]T为该检测点在三维设备坐标系下的动态三维设备坐标值，[X Y Z]T为该检测点在三维基准坐标系下的动态三维基准坐标值；
由上述变换关系式可得：
即，P＝RU+T。
S103、基于每个检测点的动态三维基准坐标值，在所述三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。
作为示例，在步骤S102中确定了每个检测点的动态三维基准坐标值之后，在该步骤中，可以在所述三维基准坐标系下，沿着每个检测点的动态三维基准坐标值的连线绘制目标车辆通过所述目标限界门时刻的横断面轮廓。
此外，作为示例，在获得所述目标车辆通过所述目标限界门时刻的横断面轮廓之后，可以将所述横断面轮廓与车辆限界的标准值进行对比，确定对比结果；如果对比结果为所述横断面轮廓超出所述标准值，则发出超限警告。
本申请实施例提供的轨道交通车辆横断面轮廓的检测方法，按照预定间隔在目标限界门上设置了预定数量的扫描设备，通过从每个扫描设备实时获取与该扫描设备对应的目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值，并基于每个检测点的动态三维设备坐标值，在预先定义的三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。与现有技术中的方法相比，能够使得确定的轨道交通车辆的横断面轮廓更加准确。
请参阅图4，图4示出了本申请示例性实施例提供的一种轨道交通车辆横断面轮廓的检测装置的结构示意图。
如图4所示，所述检测装置400包括：
获取模块401，用于通过每个扫描设备实时获取与该扫描设备对应的目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值；
坐标转换模块402，用于针对每个检测点，基于所述动态三维设备坐标值、预先确定的旋转矩阵和平移矩阵，确定该检测点的动态三维设备坐标值在预先定义好的三维基 准坐标系下的动态三维基准坐标值；
绘制模块403，用于基于每个检测点的动态三维基准坐标值，在所述三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。
在一种可能的实施方式中，所述预先定义好的基准坐标系以所述目标车辆的横断面与轨道中心线的交点为坐标原点，以所述坐标原点竖直向上的方向为Y轴，以在上轨面内通过坐标原点沿着的轨道中心线向前的方向为Z轴，以在上轨面内通过坐标原点垂直轨道中心线向右的方向为X轴；
其中，所述轨道中心线为通过两轨中心点并平行于两轨的直线；所述上轨面为两轨上部形成的平面。
在一种可能的实施方式中，所述检测装置400还包括标定模块404，所述标定模块404用于：
通过每个扫描设备获取所述目标车辆在静态下的至少一个横断面轮廓上与该扫描设备对应的每个检测点在三维设备坐标系下的静态三维设备坐标值；
通过静态标定设备获取所述目标车辆在静态下的所述至少一个横断面轮廓上的每个检测点在三维基准坐标系下的静态三维基准坐标值；
基于所述每个检测点的静态三维基准坐标值和静态三维设备坐标值，利用最小二乘法确定所述旋转矩阵和所述平移矩阵。
在一种可能的实施方式中，所述标定模块404具体用于：
基于所述每个检测点的静态三维基准坐标值和静态三维设备坐标值，利用以下公式确定所述旋转矩阵和所述平移矩阵：
其中，R为旋转矩阵；T为平移矩阵；PK为第K个检测点的静态三维设备坐标值；QK为第K个检测点的静态三维基准坐标值；i为检测点的数量；E(R，T)为关于旋转矩阵R和平移矩阵T的目标方程。
在一种可能的实施方式中，所述绘制模块403用于：
针对每个检测点，基于所述动态三维设备坐标值、预先确定的旋转矩阵和平移矩阵，利用以下公式确定该检测点的动态三维设备坐标值在预先定义好的三维基准坐标系下的动态三维基准坐标值：
P＝RU+T；
其中，U为该检测点在三维设备坐标系下的动态三维设备坐标值；P为该检测点在三维基准坐标系下的动态三维基准坐标值。
在一种可能的实施方式中，所述检测装置400还包括告警模块405(未在图中示出)，所述告警模块405用于：
在获得所述目标车辆通过所述目标限界门时刻的横断面轮廓之后，
将所述横断面轮廓与车辆限界的标准值进行对比，确定对比结果；
如果对比结果为所述横断面轮廓超出所述标准值，则发出超限警告。
本申请实施例提供的轨道交通车辆横断面轮廓的检测装置，按照预定间隔在目标限界门上设置了预定数量的扫描设备，通过从每个扫描设备实时获取与该扫描设备对应的目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值，并基于每个检测点的动态三维设备坐标值，在预先定义的三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。与现有技术中的方法相比，能够使得确定的轨道交通车辆的横断面轮廓更加准确。
请参阅图5，图5为本申请实施例所提供的一种处理设备的结构示意图。如图5中所示，所述处理设备500包括处理器510、存储器520和总线530。
所述存储器520存储有所述处理器510可执行的机器可读指令，当处理设备500运行时，所述处理器510与所述存储器520之间通过总线530通信，所述机器可读指令被所述处理器510执行时，可以执行如上述轨道交通车辆横断面轮廓的检测方法的步骤，具体实现方式可参见方法实施例，在此不再赘述。
本申请实施例还提供一种计算机可读存储介质，该计算机可读存储介质上存储有计算机程序，该计算机程序被处理器运行时可以执行如上述轨道交通车辆横断面轮廓的检测方法的步骤，具体实现方式可参见方法实施例，在此不再赘述。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统、装置和方法，可以通过其它的方式实现。以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，又例如，多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点， 所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些通信接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个处理器可执行的非易失的计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等各种可以存储程序代码的介质。
最后应说明的是：以上所述实施例，仅为本申请的具体实施方式，用以说明本申请的技术方案，而非对其限制，本申请的保护范围并不局限于此，尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，其依然可以对前述实施例所记载的技术方案进行修改或可轻易想到变化，或者对其中部分技术特征进行等同替换；而这些修改、变化或者替换，并不使相应技术方案的本质脱离本申请实施例技术方案的精神和范围，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以权利要求的保护范围为准。

Claims (10)

  1. 一种轨道交通车辆横断面轮廓的检测系统，其特征在于，所述检测系统包括：设置在目标检测位的目标限界门、按照预定间隔设置在所述目标限界门上的预定数量的扫描设备、处理设备和数字信号同步触发器；
    所述预定数量的扫描设备分别与所述处理设备通信连接；所述数字信号同步触发器与所述预定数量的扫描设备通信连接，用于同步所述预定数量的扫描设备；
    所述预定数量的扫描设备中的每个扫描设备用于实时扫描目标车辆通过所述目标限界门时所述目标车辆的横断面轮廓上对应的检测点，获得所述对应的检测点中的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值；
    所述处理设备用于通过每个扫描设备实时获取与该扫描设备对应的所述目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值，并基于每个检测点的动态三维设备坐标值，在预先定义的三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。
  2. 一种轨道交通车辆横断面轮廓的检测方法，其特征在于，应用于如权利要求1所述的处理设备，所述检测方法包括：
    通过每个扫描设备实时获取与该扫描设备对应的目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值；
    针对每个检测点，基于所述动态三维设备坐标值、预先确定的旋转矩阵和平移矩阵，确定该检测点的动态三维设备坐标值在预先定义好的三维基准坐标系下的动态三维基准坐标值；
    基于每个检测点的动态三维基准坐标值，在所述三维基准坐标系下绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。
  3. 根据权利要求2所述的检测方法，其特征在于，所述预先定义好的基准坐标系以所述目标车辆的横断面与轨道中心线的交点为坐标原点，以所述坐标原点竖直向上的方向为Y轴，以在上轨面内通过坐标原点沿着的轨道中心线向前的方向为Z轴，以在上轨面内通过坐标原点垂直轨道中心线向右的方向为X轴；
    其中，所述轨道中心线为通过两轨中心点并平行于两轨的直线；所述上轨面为两轨上部形成的平面。
  4. 根据权利要求3所述的检测方法，其特征在于，确定所述旋转矩阵和所述平移矩阵的步骤包括：
    通过每个扫描设备获取所述目标车辆在静态下的至少一个横断面轮廓上与该扫描设备对应的每个检测点在三维设备坐标系下的静态三维设备坐标值；
    通过静态标定设备获取所述目标车辆在静态下的所述至少一个横断面轮廓上的每个检测点在三维基准坐标系下的静态三维基准坐标值；
    基于所述每个检测点的静态三维基准坐标值和静态三维设备坐标值，利用最小二乘法确定所述旋转矩阵和所述平移矩阵。
  5. 根据权利要求4所述的检测方法，其特征在于，所述基于所述每个检测点的静态三维基准坐标值和静态三维设备坐标值，利用以下公式确定所述旋转矩阵和所述平移矩阵：
    其中，R为旋转矩阵；T为平移矩阵；PK为第K个检测点的静态三维设备坐标值；QK为第K个检测点的静态三维基准坐标值；i为检测点的数量；E(R，T)为关于旋转矩阵R和平移矩阵T的目标方程。
  6. 根据权利要求5所述的检测方法，其特征在于，所述针对每个检测点，基于所述动态三维设备坐标值、预先确定的旋转矩阵和平移矩阵，利用以下公式确定该检测点的动态三维设备坐标值在预先定义好的三维基准坐标系下的动态三维基准坐标值：
    P＝RU+T；
    其中，U为该检测点在三维设备坐标系下的动态三维设备坐标值；P为该检测点在三维基准坐标系下的动态三维基准坐标值。
  7. 根据权利要求2所述的检测方法，其特征在于，在获得所述目标车辆通过所述目标限界门时刻的横断面轮廓之后，所述检测方法还包括：
    将所述横断面轮廓与车辆限界的标准值进行对比，确定对比结果；
    如果对比结果为所述横断面轮廓超出所述标准值，则发出超限警告。
  8. 一种轨道交通车辆横断面轮廓的检测装置，其特征在于，所述检测装置包括：
    获取模块，用于通过每个扫描设备实时获取与该扫描设备对应的目标车辆的横断面轮廓上的每个检测点在该扫描设备的三维设备坐标系下的动态三维设备坐标值；
    坐标转换模块，用于针对每个检测点，基于所述动态三维设备坐标值、预先确定的旋转矩阵和平移矩阵，确定该检测点的动态三维设备坐标值在预先定义好的三维基准坐标系下的动态三维基准坐标值；
    绘制模块，用于基于每个检测点的动态三维基准坐标值，在所述三维基准坐标系下 绘制所述目标车辆通过所述目标限界门时刻的横断面轮廓。
  9. 一种处理设备，其特征在于，包括：处理器、存储器和总线，所述存储器存储有所述处理器可执行的机器可读指令，当电子设备运行时，所述处理器与所述存储器之间通过所述总线进行通信，所述机器可读指令被所述处理器运行时执行如权利要求1至7任一所述的轨道交通车辆横断面轮廓的检测方法的步骤。
  10. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器运行时执行如权利要求1至7任一所述的轨道交通车辆横断面轮廓的检测方法的步骤。
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