CN110027592B - CBTC unmanned vehicle-mounted control system with intelligent obstacle detection and early warning functions - Google Patents
CBTC unmanned vehicle-mounted control system with intelligent obstacle detection and early warning functions Download PDFInfo
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- CN110027592B CN110027592B CN201910177225.7A CN201910177225A CN110027592B CN 110027592 B CN110027592 B CN 110027592B CN 201910177225 A CN201910177225 A CN 201910177225A CN 110027592 B CN110027592 B CN 110027592B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/041—Obstacle detection
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a CBTC unmanned vehicle-mounted control system with intelligent obstacle detection and early warning functions, which comprises a vehicle-mounted ATP for controlling a train and an obstacle detection system for detecting obstacles of a track, wherein the obstacle detection system comprises a non-contact remote obstacle detection subsystem and a contact obstacle detection subsystem, the non-contact remote obstacle detection subsystem outputs warning information to the vehicle-mounted ATP in advance when detecting that the track in front of the running of the train has obstacles, the vehicle-mounted ATP carries out speed limit control on the train according to the warning level, the contact obstacle detection subsystem outputs information to the vehicle-mounted ATP after detecting that the train collides with the obstacles, the vehicle-mounted ATP immediately implements emergency braking and sends information warning to the ATS, and the vehicle-mounted ATP cannot authorize the train to send out when the obstacles are not manually confirmed to be cleared. The invention can comprehensively realize the unmanned operation control of the train according to the line information, the operation plan and the obstacles in the track and the train operation limit in the train operation process.
Description
Technical Field
The invention relates to a rail transit technology, in particular to a CBTC unmanned vehicle-mounted control system.
Background
The existing CBTC unmanned vehicle-mounted control system is characterized in that an ATP system provides safety protection functions of train operation interval control, overspeed protection, vehicle door and platform door supervision and the like, a continuous speed-distance curve control mode is adopted for train control, and on the basis of meeting a fault-safety principle, an ATO system automatically completes functions of station fixed-point parking, timed departure, inter-station driving, vehicle door control and corresponding scheduling arrangement according to information such as line conditions, operation plans and the like, so that the automatic operation of an unmanned train of a train on a set line is realized.
The existing unmanned vehicle-mounted control system cannot predict and control train operation, and hidden dangers are brought to further popularization of unmanned train operation.
Disclosure of Invention
The technical problem to be solved by the invention is to provide a CBTC unmanned vehicle-mounted control system with intelligent obstacle detection and early warning functions, which integrates the obstacle detection and early warning functions and improves the safety of unmanned operation control of trains.
In order to solve the technical problems, the invention adopts the following technical scheme: the CBTC unmanned vehicle-mounted control system with the intelligent obstacle detection and early warning function comprises a vehicle-mounted ATP for controlling a train and an obstacle detection system for detecting obstacles of a track, wherein the obstacle detection system comprises a non-contact remote obstacle detection subsystem and/or a contact obstacle detection subsystem, the non-contact remote obstacle detection subsystem outputs warning information to the vehicle-mounted ATP in advance when detecting that the obstacle exists on the track in front of the running of the train, the vehicle-mounted ATP controls the speed limit of the train according to the warning level, the contact obstacle detection subsystem outputs information to the vehicle-mounted ATP after detecting that the train collides with the obstacle, the vehicle-mounted ATP immediately implements emergency braking and sends information warning to the ATS, and the vehicle-mounted ATP cannot authorize the train to send out when the obstacle is not manually confirmed to be cleared.
Optionally, the warning level is set to be three levels according to the size of the obstacle, the distance in front of the train, and the collision position to be associated with the train, when the warning level is the first level, the ATP controls the train to normally advance, when the warning level is the second level, the ATP applies an FSB, and when the warning level is the third level, the ATP applies an EB.
Optionally, the ATP stores a track map and sends train position and speed information to the obstacle detection system, the obstacle detection system stores shape and size information of all-line relevant equipment, and when the non-contact remote obstacle detection subsystem detects that an obstacle exists in a track in front of a train in operation, the obstacle can be checked.
Optionally, when checking and determining that the obstacle is a track-related device, determining the current position of the train according to the identified obstacle position, and combining with the existing train positioning device to realize dual positioning of the train.
Optionally, the contact type obstacle detection subsystem comprises a detection beam, a detection device mounting plate fixed with the vehicle and a mounting part connected with the detection beam, the mounting part is elastically connected with the detection device mounting plate in a floating manner, and a force sensor for detecting the impact force of the detection beam on the obstacle is arranged between the mounting part and the detection device mounting plate.
Optionally, the contact barrier detection subsystem still includes the height adjustment mechanism who is used for adjusting detection crossbeam height, height adjustment mechanism includes the altitude mixture control support of being connected with the detection crossbeam, the altitude mixture control support installed part of mounting panel for corresponding altitude mixture control support setting, but altitude mixture control support height-adjusting relatively support installed part height-adjusting and through locking structure locking to make altitude mixture control support height-fixing, altitude mixture control support installed part and detection device mounting panel elastic floating connection.
Optionally, a guide bolt is arranged between the height adjusting support mounting part and the detection device mounting plate, and an elastic element is sleeved outside the guide bolt between the height adjusting support mounting part and the detection device mounting plate.
Optionally, a distance measuring sensor for measuring the height difference between the detection cross beam and the rail surface is installed on the detection cross beam.
Optionally, the detection cross beam is installed on the height adjusting support through the cooperation of the threaded pin and the nut, the height adjusting support is provided with a U-shaped opening and two side walls of the U-shaped opening in a vertical parallel mode, the detection cross beam penetrates through the U-shaped opening, the threaded pin penetrates through two side walls of the U-shaped opening, and the threaded pin is sleeved with the elastic element between the upper side wall of the detection cross beam and the upper side wall of the U-shaped opening.
Optionally, two ends of the detection beam are provided with inclined portions or curved portions extending backwards, and the inclined portions or the curved portions are used for clearing small obstacles out of the track in the process of train traveling.
By adopting the technical scheme, the invention has the following beneficial effects:
1. the high integration of the ATP and ATO subsystems of the original CBTC unmanned vehicle-mounted control system and the obstacle detection and early warning can be realized. The unmanned operation control of the train can be comprehensively realized according to the line information, the operation plan and the obstacles in the track and the train operation limit in the train operation process.
2. The contact type long-distance obstacle detection subsystem pre-judges the obstacle, and the contact type obstacle detection subsystem is contacted with the obstacle through a mechanical part to judge the dangerous condition of the obstacle. The contact obstacle detection is fused with the non-contact obstacle, and the non-contact obstacle detection is effectively supplemented.
3. And the ATP track electronic map, the speed and the position are interacted with the obstacle detection and early warning system in real time, and the obstacle detection and early warning system carries out supplementary judgment on the obstacle condition according to the information. By means of supplementary discrimination, frequent braking of the train caused by identification errors of the non-contact remote obstacle detection subsystem due to the fact that the beacon is too close to the rail surface is avoided. Meanwhile, the non-contact remote barrier detection subsystem identifies the positioning equipment of the track, such as signal lamps and the like, and can be used for auxiliary positioning of the train, so that the checking of the position precision of the train is realized, the train positioning facilities are reduced, and the cost of the equipment along the track is reduced.
4. The communication between the obstacle detection system and the ATP is realized, the obstacle detection and early warning system feeds the identification information of the obstacles back to the ATP system in real time, and the ATP controls the train according to the discrimination level of the obstacle detection and early warning system, so that the safety of unmanned operation control of the train is improved.
The following detailed description of the present invention will be provided in conjunction with the accompanying drawings.
Drawings
The invention is further described with reference to the accompanying drawings and the detailed description below:
FIG. 1 is a schematic view of an unmanned on-board control system of the present invention;
FIG. 2 is a schematic diagram of a contact obstacle detection subsystem according to the present invention;
FIG. 3 is a schematic view of the internal structure of the electrical component box;
FIG. 4 is a schematic structural view of the height adjustment mechanism;
fig. 5 is a schematic structural view of the detection beam.
Detailed Description
Referring to fig. 1, the CBTC unmanned vehicle-mounted control system with intelligent obstacle detection and early warning function includes a CC subsystem device including a main control device and a peripheral device, the main control device including an ATP, an ATO, a wake-up sleep module, and an obstacle detection system. The peripheral equipment comprises a speed sensor, a radar, a BTM host computer, a BTM antenna, a driver operation display unit (DMI), an on-board TAU, an antenna and a vehicle interface unit.
Wherein: the ATP subsystem is equipment for ensuring the running safety of the train, provides safety protection functions of train running interval control, overspeed protection, car door and platform door supervision and the like, adopts a continuous speed-distance curve control mode to control the train, and accords with a fault-safety principle. And a high-reliability and high-safety hardware structure and software design and necessary hardware and software redundancy measures are adopted to ensure the high reliability and high safety of the system.
And the ATO subsystem automatically completes the functions of fixed-point parking, timed departure, inter-station driving, vehicle door control and corresponding scheduling arrangement of the station according to information such as line conditions, operation plans and the like.
The ATO subsystem and the ATP subsystem adopt high-reliability hardware structures and software design, adopt redundancy measures, share part of vehicle-mounted hardware equipment, and use independent CPUs.
The train awakening and sleeping module supports remote ATS to manually/automatically and locally press an awakening button to awaken the train, and after receiving the awakening command, the train awakening and sleeping module sends the awakening command to the train to be matched with the train, so that single-end sending of the awakening command is realized to enable the whole train equipment to complete awakening. When the train stops in a vehicle section/parking lot/parking line dormant area, the ATP checks whether the train has a dormant condition, and supports the remote ATS to manually/automatically and locally press a dormant button to hibernate the train after the dormant condition is met.
The obstacle detection system comprises a non-contact remote obstacle detection subsystem and a contact obstacle detection subsystem, the non-contact remote obstacle detection subsystem outputs warning information to the vehicle-mounted ATP in advance when detecting that an obstacle exists on a track in front of the running of the train, the vehicle-mounted ATP controls the speed limit of the train according to the warning level, the contact obstacle detection subsystem outputs information to the vehicle-mounted ATP after detecting that the train collides with the obstacle, the vehicle-mounted ATP immediately implements emergency braking and sends information warning to the ATS, and the vehicle-mounted ATP cannot authorize the train to be dispatched when the obstacle is not manually confirmed to be cleared.
The warning levels are set to be three levels according to the size of the barrier, the distance in front of the train and the collision position to be related to the train, and the warning levels are classified and shown in a table 1.
Table 1: alarm grading meter
Of course, it will be understood by those skilled in the art that the threshold values related to the size of the obstacle, the distance ahead of the train, the location of the collision to be associated with the train, etc. may be set and modified.
Referring to table 1, ATP controls normal advance of the train when the alarm level is primary, applies FSB when the alarm level is secondary, and applies EB when the alarm level is tertiary.
In addition, an electronic map, speed and position of the track of the ATP interact with the obstacle detection system in real time, and the ATP stores the position and size information of track core equipment such as beacons, signal lamps and the like. The obstacle detection system performs supplementary discrimination on the obstacle situation according to the information.
The ATP system intelligently stores the shapes and the positions of the track core equipment such as beacon signal lamps and the like for assisting image identification, when the suspected beacon is realized through image detection, the position and the size of the beacon in the ATP can be automatically called for checking, and frequent braking of a train caused by identification errors of a non-contact detection system due to the fact that the beacon is too close to a track surface is avoided. Meanwhile, positioning equipment of the track, such as signal lamps and the like, can be used as auxiliary positioning of the train and sent to an ATP system, checking of the position accuracy of the train is achieved, train positioning facilities are reduced, and therefore cost of equipment along the track is reduced.
The distance measurement and speed measurement principle of the millimeter wave radar is based on the Doppler effect, and the original data of the millimeter wave radar comprises echo intensity, distance, angle, motion state and the like. The method comprises the steps of analyzing and processing original data of the millimeter wave radar, wherein the echo intensities of different types of obstacles at different distances are changed, if the echo intensities are too low, the signal can be considered as noise, and then, for example, an area can be obtained after original radar data points are clustered through a specific algorithm, the range of the area can be considered as the width of the obstacle, so that the position and the outline of the obstacle relative to the millimeter wave radar equipment can be calculated through the echo energy, the distance and the angle information of the obstacle.
The method comprises the steps of image preprocessing, rail information detection, noise interference elimination and the like of high-definition images acquired by a vehicle front video, and by adopting technical methods such as image contrast enhancement, global optimal threshold segmentation, local linear detection operators and the like, and combining a rail electronic map, calculating fitting according to parameters such as curvature of a position where a train is located, effectively detecting rail edge information under a complex background, and obtaining position coordinates of the rail in the images.
The vehicle-mounted host collects video data and radar data in front of the train in real time, and position information of an obstacle in front of the train is obtained through radar data processing; the method comprises the steps of identifying a front rail limit and an obstacle type of a train through image analysis and rail parameter operation, obtaining the obstacle type and position in the rail limit through data fusion processing, and sending obstacle collision early warning information corresponding to 3 levels to a vehicle CC (communication center) by combining the current train speed and the obstacle distance.
The non-contact remote obstacle detection subsystem comprises a camera and/or a laser and/or a radar and/or an ultrasonic sensor and/or an infrared sensor, and one or more fusion methods can be adopted, and the specific detection method and the fusion method can be referred to the prior art.
The vehicle-mounted CC equipment is provided with a set of vehicle-mounted safety computer with a redundant architecture of 'two-by-two ATP + double-system hot standby ATO' respectively at the head end and the tail end of the train. The two sets of equipment operate independently, and exchange acquired vehicle interface input information in real time through an in-vehicle network.
In the dual-train hot-standby ATO, only the main train ATO outputs a control request for traction/braking and a gating request. And the traction brake control command is output to a vehicle TCMS system through an MVB interface. And under the condition that the main system ATO has a fault, the CC subsystem automatically switches the main and standby systems, and the normal operation of the train is not influenced by the main and standby switching.
As shown in fig. 2 to 5, the contact type obstacle detection subsystem includes a detection beam 6 and a height adjustment mechanism for adjusting the height of the detection beam, the height adjustment mechanism includes a height adjustment support mounting member 31 and a height adjustment support 2 connected to the detection beam 6, a linear slide rail is provided between the height adjustment support 2 and the height adjustment support mounting member 31, and the height of the height adjustment support 2 is adjusted along the linear slide rail by driving of a driving member.
Optionally, the height adjusting bracket 2 is locked by a locking structure after being adjusted in height relative to the height adjusting bracket mounting member 31, so that the height adjusting bracket 2 is fixed in height.
Wherein, the height adjusting bracket 2 is connected with an adjusting screw rod, and the adjusting screw rod is in threaded connection with a screw rod nut to form a screw rod pair. In the present embodiment, a lead screw nut is provided on the element case 3. The adjusting screw can be fixedly connected with the height adjusting knob 5, the height adjusting knob 5 is rotated, and the adjusting screw is rotated and adjusted in height, so that the height adjusting support 2 is driven, the height of the detecting beam 6 is adjusted, and the detecting beam can reach a proper position. The adjusting screw rod has a self-locking function, so that the adjusting screw rod can be considered as a part of the locking structure without an additional locking structure.
To further prevent the loosening of the height adjustment knob 5 during movement of the train. The adjusting spindle can be screwed to the union nut 4, wherein the union nut 4 can also be considered as part of the locking mechanism.
The height adjusting bracket 2 can also be driven to move up and down through the ball screw mechanism, the rotation efficiency of the ball screw mechanism is higher, and a locking mechanism needs to be added. In order to reduce the rotating force of the height adjusting knob 5, additional mechanisms such as a worm gear, a gear pair and the like can be added.
The obstacle detection device is arranged on a train bogie support, the specific two sides of the obstacle detection device are respectively fixed on a left train bogie left mounting plate 1 and a right train bogie left mounting plate 8 on the left side and the right side of a train, and the left train bogie left mounting plate 1 and the right train bogie left mounting plate 8 are respectively positioned on the outer sides of two side train wheels 7. The obstacle detecting device can thus move synchronously with the train head, the detecting beam 6 being perpendicular to the train track and being placed at a sufficiently low level in the plane of the train track so as to be able to contact the obstacles of the track to the greatest possible extent. When the friction between wheels and a track of a train can cause the abrasion of the wheels in the running process, the detection weight is too low with the plane of the track, the height of the detection beam 6 can be adjusted by loosening the locking nut 4 and rotating the height adjusting knobs 5 at the left side and the right side, and therefore the height of the detection beam from the surface of the track is adjusted again.
As a modification of the height adjusting mechanism, the height adjusting mechanism may be provided as follows. Referring to fig. 4, the height adjusting bracket 2 is provided with a rack 22, the driving member includes a gear and an adjusting screw fixedly connected with the gear, the rack is engaged with the gear, the adjusting screw fixedly connected with the gear is connected with a screw nut, the same adjusting screw can be fixedly connected with a height adjusting knob 5, the rotating height adjusting knob 5 can drive the gear to rotate, and the gear rotates to drive the height adjusting bracket 2 to move up and down. Similarly, the adjusting screw rod can be in threaded connection with the locking nut 4, and mechanisms such as a gear pair, a bevel gear, a worm gear and the like can be added according to needs to change the rotating speed ratio and the position of the adjusting knob.
Can guide altitude mixture control support 2 height-adjusting through linear slide rail, prevent the dislocation, improve the adjustment accuracy. The linear slide may take a variety of forms, for example, as shown with reference to fig. 4, the height adjustment bracket 2 may be provided with a dovetail or rectangular protrusion 21 and a smooth surface 23 that cooperates with a dovetail or rectangular slot provided on the height adjustment bracket mounting member 31.
As a modification of the height adjusting mechanism, the height adjusting mechanism may be provided as follows. The height adjusting support is provided with a first heightening rack along the height direction, the height adjusting support mounting part is provided with a second heightening rack along the height direction, the first heightening rack is meshed with the second heightening rack, and the locking structure is a locking bolt for fixing the height adjusting support and the height adjusting support mounting part. The height adjusting support mounting piece is provided with an adjusting long hole along the height direction, the height adjusting support is provided with a fixing hole, or the height adjusting support mounting piece is provided with a fixing hole, the height adjusting support is provided with an adjusting long hole along the height direction, and the locking bolt passes through the fixing hole and the adjusting long hole. Here, the linear guide need not be provided.
In this embodiment, the detecting beam 6 is installed on the height adjusting bracket 2 through the threaded pin 10 and the nut 11, and other existing fasteners can be adopted for fastening, so that the height adjustment of the detecting beam can be realized by adjusting the height adjusting bracket. Further, referring to fig. 4, the height adjusting bracket is provided with a U-shaped opening, two side walls of the U-shaped opening are parallel to each other up and down, the detecting beam 6 penetrates through the U-shaped opening, and the threaded pin 10 penetrates through the pin hole 26 on the two side walls of the U-shaped opening and the detecting beam 6. In order to facilitate the fixation of the detection beam and the height adjusting bracket 2, a gap is left between the detection beam and the height adjusting bracket, and the gap can be filled by elastic pieces such as a gasket, a spring and the like, namely, the elastic piece is sleeved outside the threaded pin between the detection beam and the upper side wall of the U-shaped opening.
In addition, a distance measuring sensor for detecting the height between the detection beam and the rail is arranged on the detection beam 6 or the height adjusting bracket 2, so that the height between the detection beam and the rail surface is detected, and the derailment detection of the train is carried out. When the distance between the cross beam and the rail surface is detected to be small suddenly, a derailing signal is reported to the vehicle-mounted controller for emergency braking. When the distance (height) between the detection cross beam and the rail surface reaches a set value, the height of the detection cross beam can be adjusted through the height adjusting mechanism. Referring to fig. 4, a first sensor mounting hole 24 and a second sensor mounting hole 25 are reserved in the height adjusting bracket 2, and the height adjusting bracket can be used for mounting a distance measuring sensor and other sensors.
Referring to fig. 5, alternatively, both ends of the detecting beam are provided with inclined portions 63 or curved portions extending backward, and when the detecting beam 6 hits a small obstacle, the small obstacle is excluded from the track by the detecting beam 6 via the inclined portions 63, so as to avoid affecting the train operation. The detection beam 6 is provided with a hollow structure 62 to reduce weight, and two ends of the detection beam are provided with mounting holes 61 connected and fixed with the height adjusting bracket 2. The detection beam can also be in a straight line shape or in other curve shapes.
The structure in the electric element box of the contact type obstacle detection device is shown in figure 3, and is combined with figure 2, the detection device mounting plates 38 on the left side and the right side of the detection beam are respectively connected with the train bogie left mounting plate 1 and the train bogie right mounting plate 8, and the detection device mounting plates 38 on the left side and the right side of the detection beam are fixed with the bogie left mounting plate 1 and the train bogie right mounting plate 8. Between the detection device mounting plate 38 and the height adjustment bracket mounting 31 is a resilient element 36, which may be a linear spring or other type of spring. The spring is pre-tightened by matching the pre-tightening screw 35 with the pre-tightening nut 37. A contact detection sensor, such as a force sensor, a distance measurement sensor, a travel switch or a proximity switch, or the like, which detects contact when the detection cross member contacts an obstacle, is provided between the detection device mounting plate 38 and the height adjustment bracket mounting member 31. The force sensor is optimized, accurate force information can be directly acquired, the most direct action of the obstacle on the detection plate is impact force, and therefore the obstacle can be detected more directly and accurately. The force sensor includes a boss 32 on the height adjustment bracket mount 31 and a sensing element 33 on the sensing device mounting plate 38. When the detecting beam 6 touches a large obstacle 9 in the track during the running of the train, the impact force of the obstacle causes the height adjusting bracket mounting member 31 to move toward the detecting device mounting plate 38. At this time, the convex column 32 acts on the detecting element 33, the force sensor obtains a real-time value of the impact force, the real-time value is compared with the triggering braking force, and when the real-time value is larger than a set value, a braking signal is triggered. The force sensor can also be replaced by a distance measuring sensor, and the deformation of the spring is converted into a numerical value with physical force. The force sensor may also be replaced with a travel switch.
While the invention has been described with reference to specific embodiments, it will be understood by those skilled in the art that the invention 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 (3)
1. CBTC unmanned vehicle-mounted control system with intelligent obstacle detection and early warning functions, characterized in that: the system comprises a vehicle-mounted ATP for controlling a train and an obstacle detection system for detecting a rail obstacle, wherein the obstacle detection system comprises a non-contact remote obstacle detection subsystem and a contact obstacle detection subsystem, the non-contact remote obstacle detection subsystem outputs warning information to the vehicle-mounted ATP in advance when detecting that the rail in front of the running of the train has the obstacle, the vehicle-mounted ATP controls the speed limit of the train according to the warning level, the contact obstacle detection subsystem outputs information to the vehicle-mounted ATP after detecting that the train collides with the obstacle, the vehicle-mounted ATP immediately implements emergency braking and sends information warning to the ATS, and the vehicle-mounted ATP cannot authorize the train to be dispatched when the obstacle is not manually confirmed to be cleared;
the ATP stores a track map and sends train position and speed information to the obstacle detection system, the obstacle detection system stores shape and size information of all-line related equipment, and when the non-contact remote obstacle detection subsystem detects that an obstacle exists in a track in front of the train in operation, the obstacle can be checked; when checking and determining that the barrier is track related equipment, determining the current position of the train according to the identified position of the barrier, and combining the current position of the train with the existing positioning equipment of the train to realize double positioning of the train;
the contact type obstacle detection subsystem comprises a detection beam, a detection device mounting plate fixed with a vehicle and a mounting piece connected with the detection beam, wherein the mounting piece is in elastic floating connection with the detection device mounting plate, a force sensor for detecting the impact force of the obstacle on the detection beam is arranged between the mounting piece and the detection device mounting plate, the contact type obstacle detection subsystem further comprises a height adjusting mechanism for adjusting the height of the detection beam, the height adjusting mechanism comprises a height adjusting support connected with the detection beam, the mounting plate is a height adjusting support mounting piece arranged corresponding to the height adjusting support, the height adjusting support can adjust the height relative to the height adjusting support mounting piece and is locked through a locking structure so as to fix the height of the height adjusting support, and the height adjusting support mounting piece is in elastic floating connection with the detection device mounting plate, be equipped with guide bolt between altitude mixture control support installed part and the detection device mounting panel, guide bolt overcoat elastic element between altitude mixture control support installed part and detection device mounting panel, it detects the range sensor that detects crossbeam and rail face difference in height change to install the measurement on the detection crossbeam, it installs on the altitude mixture control support through threaded pin and nut cooperation to detect the crossbeam, the altitude mixture control support is equipped with U type mouth and U type mouth both sides wall upper and lower parallel, it passes U type mouth to detect the crossbeam, threaded pin passes U type mouth both sides wall, threaded pin overcoat elastic component between the lateral wall on detecting crossbeam and U type mouth.
2. The CBTC unmanned on-board control system with intelligent obstacle detection and early warning functions as claimed in claim 1, wherein: the warning level is set to be three levels according to the size of the barrier, the distance in front of the train and the collision position to be related to the train, when the warning level is the first level, the ATP controls the train to normally advance, when the warning level is the second level, the ATP applies FSB, and when the warning level is the third level, the ATP applies EB.
3. The CBTC unmanned on-board control system with intelligent obstacle detection and early warning functions as claimed in claim 1, wherein: and two ends of the detection beam are provided with inclined parts or curved parts extending backwards and used for clearing small obstacles out of the track in the process of train running.
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