Methods, devices, electronic equipment, and storage media for identifying the running status of railcars

Abstract

This application provides a method, apparatus, electronic device, and storage medium for identifying the driving status of a railcar. When it is necessary to determine the driving status of a railcar to be identified, a first driving image and driving direction of the railcar at the current moment are acquired. The driving baseline of the railcar to be identified is determined based on the position of the railcar's front and the driving direction. Then, the left track curve corresponding to the left track traveled by the railcar in the first driving image, and the corresponding right track curve, are determined based on the first driving image. Finally, based on the determined driving baseline, left track curve, and right track curve, the driving status of the railcar to be identified at the current moment is determined. In this way, the driving status of the railcar to be identified can be determined in real time during its operation, improving the accuracy of driving status identification and enhancing the driving safety of the railcar.

Description

Technical Field

[0001] This application relates to the field of intelligent transportation technology, and in particular to a method, device, electronic device and storage medium for identifying the driving status of a rail vehicle. Background Technology

[0002] As people's living standards improve, more and more people own private vehicles, leading to severe road congestion. Therefore, for greater convenience, people are increasingly choosing rail transit, such as subways and trains. Because rail vehicles travel at relatively high speeds, they require longer braking distances when encountering obstacles. Therefore, to ensure the safety of rail vehicle operation, it is necessary to assess the vehicle's status to determine the likelihood of collisions with other vehicles or obstacles, and then take appropriate measures to ensure safe operation, such as emergency braking and slowing down.

[0003] Currently, GPS positioning and navigation are the most common methods for obtaining vehicle driving status. However, GPS positioning and navigation requires pre-setting the rail vehicle's route and obtaining the rail vehicle's location in real time. Only then can the rail vehicle's driving status be determined based on the obtained location and the pre-set route. However, there is a delay in the transmission of GPS data, so the determined driving status will deviate from the current driving status, which will lead to a failure to guarantee the driving safety of the vehicle. Therefore, how to accurately determine the driving status of rail vehicles has become an urgent problem to be solved. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a method, device, electronic device and storage medium for identifying the driving status of a rail vehicle, which can determine the driving status of the rail vehicle in real time during its operation based on the first driving image and driving direction of the rail vehicle, thereby improving the accuracy of driving status identification and enhancing the driving safety of the rail vehicle.

[0005] This application provides a method for identifying the driving status of a railcar, the method comprising:

[0006] Obtain the first image of the track vehicle to be identified at the current moment and its direction of travel;

[0007] Based on the position of the front of the railcar to be identified and the direction of travel, the travel baseline of the railcar to be identified is determined;

[0008] Determine the left track curve corresponding to the left track traveled by the railcar to be identified in the first travel image, and the right track curve corresponding to the right track traveled by the railcar to be identified;

[0009] The driving status of the track vehicle to be identified is determined based on the driving baseline, the left track curve, and the right track curve.

[0010] Furthermore, determining the travel baseline of the track vehicle to be identified based on its front position and travel direction includes:

[0011] A three-dimensional spatial coordinate system for the track vehicle to be identified is established with the position of the vehicle head as the origin.

[0012] Taking the position of the vehicle head as the starting point and the direction of travel as the extension direction, the travel baseline of the track vehicle to be identified is determined in the three-dimensional spatial coordinate system.

[0013] Furthermore, determining the left track curve corresponding to the left track traveled by the identified railcar in the first travel image, and the right track curve corresponding to the right track traveled by the identified railcar, includes:

[0014] Identify the left and right tracks on which the track vehicle to be identified is traveling from the first driving image;

[0015] Determine multiple left track coordinate points corresponding to the left track in the image coordinate system of the first driving image, and multiple right track coordinate points corresponding to the right track in the image coordinate system of the first driving image;

[0016] Based on the multiple left track coordinate points and the curve fitting function corresponding to the track vehicle to be identified, the left track equation corresponding to the left track is determined, and based on the multiple right track coordinate points and the curve fitting function, the right track equation corresponding to the right track is determined.

[0017] The left orbit curve is determined based on the left orbit equation, and the right orbit curve is determined based on the right orbit equation.

[0018] Furthermore, determining the driving state of the track vehicle to be identified based on the driving baseline, the left track curve, and the right track curve includes:

[0019] Within a first preset range from the vehicle's front position, determine the first vertical distance between the left track curve and the driving baseline, and the second vertical distance between the right track curve and the driving baseline; and within a second preset range, determine the third vertical distance between the left track curve and the driving baseline, and the fourth vertical distance between the right track curve and the driving baseline.

[0020] The driving status of the track vehicle to be identified is determined based on the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance.

[0021] Furthermore, determining the driving state of the track vehicle to be identified based on the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance includes:

[0022] Determine whether the absolute value of the first difference between the first vertical distance and the second vertical distance is less than or equal to a first difference threshold;

[0023] If so, determine whether the absolute value of the second difference between the third vertical distance and the fourth vertical distance is less than or equal to the second difference threshold;

[0024] If the absolute value of the first difference is less than or equal to the first difference threshold, and the absolute value of the second difference is less than or equal to the second difference threshold, it is determined that the track vehicle to be identified is in a straight-line state within the first preset range and the second preset range.

[0025] If the absolute value of the first difference is less than or equal to the first difference threshold, and the absolute value of the second difference is greater than the second difference threshold, it is determined that the track vehicle to be identified is about to turn.

[0026] Furthermore, after determining whether the absolute value of the first difference between the first vertical distance and the second vertical distance is less than or equal to a first difference threshold, the identification method further includes:

[0027] If the absolute value of the first difference is not less than or equal to the first difference threshold, determine whether the first difference is negative;

[0028] If not, determine that the track vehicle to be identified is in a left-turning state within the first preset range and the second preset range;

[0029] If so, determine that the track vehicle to be identified is in a right-turning state within the first preset range and the second preset range.

[0030] Furthermore, after determining that the track vehicle to be identified is about to turn, the identification method further includes:

[0031] Determine whether the second difference is negative;

[0032] If so, determine that the track vehicle to be identified is about to turn right;

[0033] If not, it is determined that the track vehicle to be identified is about to turn left.

[0034] Furthermore, the identification method also includes:

[0035] When it is determined that the track vehicle to be identified is in a straight-line state within the first preset range and the second preset range, or when it is determined that the second driving image of the track vehicle to be identified at the current moment is valid, the driving state of the track vehicle to be identified within a third preset range is determined based on the second driving image, wherein the third preset range does not overlap with the first preset range and the second preset range.

[0036] Furthermore, the validity of the second driving image is determined through the following steps:

[0037] The inflection point of the left orbit is determined based on the left orbit equation, and the inflection point of the right orbit is determined based on the right orbit equation;

[0038] Determine the straight-line distance between the line connecting the inflection point of the left track and the inflection point of the right track and the position of the train head;

[0039] Detect whether the straight-line distance is greater than or equal to a preset distance threshold;

[0040] If so, the second driving image of the track vehicle to be identified at the current moment is determined to be valid.

[0041] This application embodiment also provides a device for identifying the driving status of a railcar, the device comprising:

[0042] The acquisition module is used to acquire the first driving image and driving direction of the track vehicle to be identified at the current moment;

[0043] The first determining module is used to determine the travel baseline of the railcar to be identified based on the position of the front of the railcar to be identified and the direction of travel;

[0044] The second determining module is used to determine the left track curve corresponding to the left track traveled by the railcar to be identified in the first driving image, and the right track curve corresponding to the right track traveled by the railcar to be identified.

[0045] The third determining module is used to determine the driving status of the track vehicle to be identified based on the driving baseline, the left track curve, and the right track curve.

[0046] Furthermore, when the first determining module determines the travel baseline of the track vehicle to be identified based on the head position of the track vehicle to be identified and the travel direction, the first determining module is used to:

[0047] A three-dimensional spatial coordinate system for the track vehicle to be identified is established with the position of the vehicle head as the origin.

[0048] Taking the position of the vehicle head as the starting point and the direction of travel as the extension direction, the travel baseline of the track vehicle to be identified is determined in the three-dimensional spatial coordinate system.

[0049] Furthermore, when determining the left track curve corresponding to the left track traveled by the identified railcar in the first travel image, and the right track curve corresponding to the right track traveled by the identified railcar, the second determining module is used to:

[0050] Identify the left and right tracks on which the track vehicle to be identified is traveling from the first driving image;

[0051] Determine multiple left track coordinate points corresponding to the left track in the image coordinate system of the first driving image, and multiple right track coordinate points corresponding to the right track in the image coordinate system of the first driving image;

[0052] Based on the multiple left track coordinate points and the curve fitting function corresponding to the track vehicle to be identified, the left track equation corresponding to the left track is determined, and based on the multiple right track coordinate points and the curve fitting function, the right track equation corresponding to the right track is determined.

[0053] The left orbit curve is determined based on the left orbit equation, and the right orbit curve is determined based on the right orbit equation.

[0054] Furthermore, when the third determining module determines the driving state of the track vehicle to be identified based on the driving baseline, the left track curve, and the right track curve, the third determining module is used to:

[0055] Within a first preset range from the vehicle's front position, determine the first vertical distance between the left track curve and the driving baseline, and the second vertical distance between the right track curve and the driving baseline; and within a second preset range, determine the third vertical distance between the left track curve and the driving baseline, and the fourth vertical distance between the right track curve and the driving baseline.

[0056] The driving status of the track vehicle to be identified is determined based on the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance.

[0057] Furthermore, when the third determining module determines the driving state of the track vehicle to be identified based on the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance, the third determining module is used to:

[0058] Determine whether the absolute value of the first difference between the first vertical distance and the second vertical distance is less than or equal to a first difference threshold;

[0059] If so, determine whether the absolute value of the second difference between the third vertical distance and the fourth vertical distance is less than or equal to the second difference threshold;

[0060] If the absolute value of the first difference is less than or equal to the first difference threshold, and the absolute value of the second difference is less than or equal to the second difference threshold, it is determined that the track vehicle to be identified is in a straight-line state within the first preset range and the second preset range.

[0061] If the absolute value of the first difference is less than or equal to the first difference threshold, and the absolute value of the second difference is greater than the second difference threshold, it is determined that the track vehicle to be identified is about to turn.

[0062] Furthermore, the identification device also includes a fourth determining module, which is used for:

[0063] If the absolute value of the first difference is not less than or equal to the first difference threshold, determine whether the first difference is negative;

[0064] If not, determine that the track vehicle to be identified is in a left-turning state within the first preset range and the second preset range;

[0065] If so, determine that the track vehicle to be identified is in a right-turning state within the first preset range and the second preset range.

[0066] Furthermore, the identification device also includes a fifth determining module, which is used for:

[0067] Determine whether the second difference is negative;

[0068] If so, determine that the track vehicle to be identified is about to turn right;

[0069] If not, it is determined that the track vehicle to be identified is about to turn left.

[0070] Furthermore, the identification device also includes a sixth determining module, which is used for:

[0071] When it is determined that the track vehicle to be identified is in a straight-line state within the first preset range and the second preset range, or when it is determined that the second driving image of the track vehicle to be identified at the current moment is valid, the driving state of the track vehicle to be identified within a third preset range is determined based on the second driving image, wherein the third preset range does not overlap with the first preset range and the second preset range.

[0072] Furthermore, the sixth determining module is used to determine that the second driving image is valid through the following steps:

[0073] The inflection point of the left orbit is determined based on the left orbit equation, and the inflection point of the right orbit is determined based on the right orbit equation;

[0074] Determine the straight-line distance between the line connecting the inflection point of the left track and the inflection point of the right track and the position of the train head;

[0075] Detect whether the straight-line distance is greater than or equal to a preset distance threshold;

[0076] If so, the second driving image of the track vehicle to be identified at the current moment is determined to be valid.

[0077] This application embodiment also provides an electronic device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. When the machine-readable instructions are executed by the processor, the steps of the above-described method for identifying the running state of a railcar are performed.

[0078] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the above-described method for identifying the running state of a railcar.

[0079] The method for identifying the driving state of a railcar provided in this application embodiment acquires a first driving image and driving direction of the railcar to be identified at the current moment; determines the driving baseline of the railcar to be identified based on the position of the front of the railcar to be identified and the driving direction; determines the left track curve corresponding to the left track traveled by the railcar to be identified in the first driving image, and the right track curve corresponding to the right track traveled by the railcar to be identified; and determines the driving state of the railcar to be identified based on the driving baseline, the left track curve, and the right track curve.

[0080] In this way, by acquiring the first driving image of the track vehicle to be identified at the current moment and the driving direction of the track vehicle to be identified at the current moment, this application determines the driving baseline, left track curve and right track curve of the track vehicle to be identified. Then, based on the driving baseline, left track curve and right track curve of the track vehicle to be identified, the driving state of the track vehicle to be identified can be determined. Thus, the driving state of the track vehicle to be identified can be determined in real time during the driving process, thereby improving the accuracy of driving state identification and improving the driving safety of the track vehicle.

[0081] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0082] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0083] Figure 1 A flowchart illustrating a method for identifying the driving state of a railcar provided in an embodiment of this application;

[0084] Figure 2 A flowchart illustrating another method for identifying the driving state of a railcar provided in an embodiment of this application;

[0085] Figure 3 Flowchart for determining driving status;

[0086] Figure 4 This is one of the structural schematic diagrams of a track vehicle driving status identification device provided in an embodiment of this application;

[0087] Figure 5 This is a second schematic diagram of the structure of a track vehicle driving status identification device provided in an embodiment of this application;

[0088] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0089] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0090] First, the applicable scenarios of this application are introduced. This application can be applied to the field of intelligent transportation technology. When it is necessary to determine the driving status of a track vehicle to be identified, the first driving image and driving direction of the track vehicle at the current moment are acquired. Based on the position of the front of the track vehicle and the driving direction, the driving baseline of the track vehicle to be identified is determined. Then, based on the first driving image, the left track curve corresponding to the left track traveled by the track vehicle to be identified in the first driving image, and the right track curve corresponding to the right track traveled by the track vehicle to be identified are determined. Finally, based on the determined driving baseline, left track curve, and right track curve of the track vehicle to be identified, the driving status of the track vehicle to be identified at the current moment is determined. In this way, the driving status of the track vehicle to be identified can be determined in real time during its driving process, which helps to improve the accuracy and real-time performance of the identification results.

[0091] Research has revealed that current methods for obtaining vehicle driving status primarily rely on GPS positioning and navigation. However, GPS positioning and navigation requires pre-setting the rail vehicle's route and real-time acquisition of the vehicle's location to determine its driving status. However, GPS data transmission is delayed, leading to discrepancies between the determined driving status and the actual current status, compromising vehicle safety. Therefore, accurately determining the driving status of rail vehicles has become a pressing issue.

[0092] Based on this, this application provides a method for identifying the driving status of a railcar, which can quickly and accurately determine the driving status of the railcar at the current moment based on the first driving image of the railcar to be identified and its driving direction.

[0093] Please see Figure 1 , Figure 1 This is a flowchart illustrating a method for identifying the driving state of a railcar, as provided in an embodiment of this application. Figure 1 As shown in the figure, the method for identifying the driving status of a railcar provided in this application includes:

[0094] S101. Obtain the first driving image of the track vehicle to be identified at the current moment and its driving direction.

[0095] In this step, when it is necessary to determine the driving status of the track vehicle to be identified, the first driving image of the track vehicle to be identified at the current moment and the driving direction of the track vehicle to be identified are obtained.

[0096] The first traveling image is a short-focus image captured by a short-focus camera mounted on the front of the track vehicle to be identified, with a shooting range of 0m to 180m. Additionally, a long-focus camera is also mounted on the front of the track vehicle to be identified, used to capture long-focus images, with a shooting range of 30m to 350m. Therefore, by using two cameras to capture traveling images of the track vehicle to be identified, this application can obtain a longer track image. When the track vehicle encounters an emergency, this results in a longer braking distance, thereby ensuring the safe operation of the track vehicle.

[0097] While acquiring the first driving image, a telephoto driving image captured by a telephoto camera can also be acquired, which is the second driving image of the railcar to be identified.

[0098] Here, the direction of travel refers to the direction in which the track vehicle to be identified is traveling.

[0099] S102. Based on the position of the front of the track vehicle to be identified and the direction of travel, determine the travel baseline of the track vehicle to be identified.

[0100] In this step, the travel baseline of the railcar can be determined based on the position of the front of the railcar to be identified and its direction of travel.

[0101] The baseline of the track vehicle to be identified can be in a two-dimensional coordinate system or a three-dimensional coordinate system.

[0102] Here, the travel baseline refers to the travel trajectory when traveling in a straight line relative to the track vehicle to be identified, using the current travel line.

[0103] S103. Determine the left track curve corresponding to the left track traveled by the track vehicle to be identified in the first travel image, and the right track curve corresponding to the right track traveled by the track vehicle to be identified.

[0104] In this step, after obtaining the first driving image of the track vehicle to be identified, the left track curve corresponding to the left track on which the track vehicle to be identified is traveling, and the right track curve corresponding to the right track on which the track vehicle to be identified is traveling in the first driving image are determined from the first driving image.

[0105] S104. Based on the driving baseline, the left track curve, and the right track curve, determine the driving status of the track vehicle to be identified.

[0106] In this step, the current driving status of the track vehicle to be identified is determined based on the determined driving baseline, left track curve, and right track curve.

[0107] The driving baseline, left track curve, and right track curve are located in the same coordinate system. That is, when the driving baseline is located in the three-dimensional coordinate system, since the left track curve and right track curve determined based on the first driving image are located in the two-dimensional coordinate system, it is necessary to transform the left track curve and right track curve of the track vehicle to be identified, determined based on the first driving image, into the three-dimensional coordinate system.

[0108] When the driving baseline is located in a two-dimensional coordinate system, the determined driving baseline can be directly added to the two-dimensional coordinate system corresponding to the first driving image.

[0109] Here, driving status refers to whether the vehicle to be identified is in a left-turning state, a right-turning state, a state about to turn, or a straight-going state.

[0110] In this way, the driving status of the track vehicle to be identified can be determined based on the established driving baseline, the positional relationship between the left track curve and the right track curve.

[0111] The method for identifying the driving state of a railcar provided in this application embodiment acquires a first driving image and driving direction of the railcar to be identified at the current moment; determines the driving baseline of the railcar to be identified based on the position of the front of the railcar to be identified and the driving direction; determines the left track curve corresponding to the left track traveled by the railcar to be identified in the first driving image, and the right track curve corresponding to the right track traveled by the railcar to be identified; and determines the driving state of the railcar to be identified based on the driving baseline, the left track curve, and the right track curve.

[0112] In this way, by acquiring the first driving image of the track vehicle to be identified at the current moment and the driving direction of the track vehicle to be identified at the current moment, this application determines the driving baseline, left track curve and right track curve of the track vehicle to be identified. Then, based on the driving baseline, left track curve and right track curve of the track vehicle to be identified, the driving state of the track vehicle to be identified can be determined. Thus, the driving state of the track vehicle to be identified can be determined in real time during the driving process of the track vehicle to be identified, which helps to improve the accuracy and real-time performance of the identification results.

[0113] Please see Figure 2 , Figure 2 This is a flowchart illustrating another method for identifying the driving state of a railcar, provided in an embodiment of this application. Figure 2 As shown in the figure, the method for identifying the driving status of a railcar provided in this application includes:

[0114] S201. Obtain the first driving image of the track vehicle to be identified at the current moment and its driving direction.

[0115] S202. Establish a three-dimensional spatial coordinate system for the track vehicle to be identified, with the position of the vehicle head as the origin.

[0116] In this step, the three-dimensional spatial coordinate system corresponding to the track vehicle to be identified is established with the current position of the front of the track vehicle as the origin.

[0117] S203. Taking the position of the vehicle head as the starting point and the direction of travel as the extension direction, determine the travel baseline of the track vehicle to be identified in the three-dimensional spatial coordinate system.

[0118] In this step, after establishing the three-dimensional spatial coordinate system of the track vehicle to be identified, the driving baseline of the track vehicle to be identified is determined by taking the position of the front of the track vehicle to be identified as the starting point and the driving direction of the track vehicle to be identified as the extension direction.

[0119] S204. Determine the left track curve corresponding to the left track traveled by the track vehicle to be identified in the first travel image, and the right track curve corresponding to the right track traveled by the track vehicle to be identified.

[0120] S205. Based on the driving baseline, the left track curve, and the right track curve, determine the driving status of the track vehicle to be identified.

[0121] The descriptions of S201, S204 to S205 can be referred to the descriptions of S101, S103 to S104, and can achieve the same technical effect, so they will not be elaborated further.

[0122] Further, step S204 includes: identifying the left and right tracks traveled by the track vehicle to be identified from the first driving image; determining multiple left track coordinate points corresponding to the left track in the image coordinate system of the first driving image, and multiple right track coordinate points corresponding to the right track in the image coordinate system of the first driving image; determining the left track equation corresponding to the left track based on the multiple left track coordinate points and the curve fitting function corresponding to the track vehicle to be identified, and determining the right track equation corresponding to the right track based on the multiple right track coordinate points and the curve fitting function; determining the left track curve based on the left track equation, and determining the right track curve based on the right track equation.

[0123] In this step, the left and right tracks of the track vehicle to be identified are identified from the first driving image, and multiple left track coordinate points corresponding to the left track of the track vehicle to be identified in the image coordinate system of the first driving image are determined, as well as multiple left track coordinate points corresponding to the right track of the track vehicle to be identified in the image coordinate system of the first driving image.

[0124] Secondly, by using the curve fitting function corresponding to the track vehicle to be identified, multiple left track coordinate points and multiple right track coordinate points are fitted respectively. The left track equation corresponding to the left track is obtained through multiple left track coordinate points, and the right track equation corresponding to the right track is obtained through multiple right track coordinate points.

[0125] Finally, the left track curve of the left track currently being traveled by the vehicle to be identified is determined by the left track equation, and the right track curve of the right track currently being traveled by the vehicle to be identified is determined by the right track equation.

[0126] Here, when the driving baseline is located in a three-dimensional spatial coordinate system, it is necessary to obtain the left track equation corresponding to the left track of the vehicle to be identified in the three-dimensional spatial coordinate system, and the right track equation corresponding to the right track in the three-dimensional spatial coordinate system. According to the mapping relationship between the image coordinate system and the three-dimensional spatial coordinate system, the coordinate points of the left track of the vehicle to be identified are transformed into the three-dimensional spatial coordinate system to obtain the multiple three-dimensional points of the left track corresponding to the left track in the three-dimensional spatial coordinate system. Similarly, the coordinate points of the right track of the vehicle to be identified are transformed into the three-dimensional spatial coordinate system to obtain the multiple three-dimensional points of the right track corresponding to the right track in the three-dimensional spatial coordinate system.

[0127] Then, by using the curve fitting function corresponding to the track vehicle to be identified in the three-dimensional spatial coordinate system, the three-dimensional points of the left track and the three-dimensional points of the right track are fitted respectively. The equation of the left track in the three-dimensional spatial coordinate system is obtained by using the three-dimensional points of the left track, and the equation of the right track in the three-dimensional spatial coordinate system is obtained by using the three-dimensional points of the right track.

[0128] Further, step S205 includes: determining a first vertical distance between the left track curve and the driving baseline and a second vertical distance between the right track curve and the driving baseline within a first preset range from the position of the vehicle head; and a third vertical distance between the left track curve and the driving baseline and a fourth vertical distance between the right track curve and the driving baseline within a second preset range; and determining the driving state of the track vehicle to be identified based on the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance.

[0129] In this step, taking the position of the front of the track vehicle to be identified as the starting position, when the straight distance between the current time and the position of the front of the vehicle is within the first preset range, the first vertical distance between the left track curve and the driving baseline, and the second vertical distance between the right track curve and the driving baseline are determined; at the same time, when the straight distance between the current time and the position of the front of the vehicle is within the second preset range, the third vertical distance between the left track curve and the driving baseline, and the fourth vertical distance between the right track curve and the driving baseline are determined.

[0130] Then, based on the determined first vertical distance, second vertical distance, third vertical distance and fourth vertical distance, the driving state of the track vehicle to be identified is analyzed, and the driving state of the track vehicle to be identified is determined.

[0131] The first preset range and the second preset range do not overlap, and both the first preset range and the second preset range are within the shooting range of the first driving image.

[0132] Here, the first preset range can be 0m to 30m, and the second preset range can be 31m to 180m. For the railcar, within the above range, the railcar's driving state is unlikely to change abruptly. Therefore, within the above range, the vertical distance from any point on the left track curve to the driving baseline is not much different; similarly, within the above range, the vertical distance from any point on the right track curve to the driving baseline is not much different.

[0133] Furthermore, determining the driving state of the track vehicle to be identified based on the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance includes: determining whether the absolute value of the first difference between the first vertical distance and the second vertical distance is less than or equal to a first difference threshold; if so, determining whether the absolute value of the second difference between the third vertical distance and the fourth vertical distance is less than or equal to the second difference threshold; if the absolute value of the first difference is less than or equal to the first difference threshold and the absolute value of the second difference is less than or equal to the second difference threshold, determining that the track vehicle to be identified is in a straight-moving state within the first preset range and the second preset range; if the absolute value of the first difference is less than or equal to the first difference threshold and the absolute value of the second difference is greater than the second difference threshold, determining that the track vehicle to be identified is in a turning state.

[0134] In this step, such as Figure 3 As shown, Figure 3 A flowchart illustrating the process of determining the driving status. When determining the current driving status of the track vehicle to be identified using the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance, the absolute value of the first difference x1 between the first and second vertical distances, and the absolute value of the second difference x2 between the third and fourth vertical distances are first determined.

[0135] Determine whether the absolute value of the first difference x1 of the track vehicle to be identified is less than or equal to the first difference threshold y1. If the absolute value of the first difference x1 is less than or equal to the first difference threshold y1, determine whether the absolute value of the second difference x2 of the track vehicle to be identified is less than or equal to the second difference threshold y2.

[0136] If the absolute value of the second difference x2 of the track vehicle to be identified is less than or equal to the second difference threshold y2, then it can be determined that the track vehicle to be identified is in a straight-line state within the first preset range and the second preset range.

[0137] If the absolute value of the first difference x1 of the track vehicle to be identified is less than or equal to the first difference threshold y1, but the absolute value of the second difference x2 of the track vehicle to be identified is greater than the second difference threshold y2, then it can be determined that the track vehicle to be identified is about to turn.

[0138] Furthermore, such as Figure 3 As shown, after determining that the track vehicle to be identified is about to turn, the identification method further includes: determining whether the second difference is negative; if yes, determining that the track vehicle to be identified is about to turn right; if no, determining that the track vehicle to be identified is about to turn left.

[0139] In this step, after determining that the track vehicle to be identified is about to turn, it is determined whether the second difference x2 is negative. If the second difference x2 is negative, it means that the right track is farther from the driving baseline and the left track is closer to the driving baseline. In other words, the track vehicle to be identified is turning right, and the track vehicle to be identified is determined to be about to turn right. Conversely, if the second difference x2 is not negative, it means that the left track is farther from the driving baseline and the right track is closer to the driving baseline. In other words, the track vehicle to be identified is turning left, and the track vehicle to be identified is determined to be about to turn left.

[0140] Furthermore, after determining whether the absolute value of the first difference between the first vertical distance and the second vertical distance is less than or equal to the first difference threshold, the identification method further includes: if the absolute value of the first difference is greater than the first difference threshold, determining whether the first difference is negative; if not, determining that the track vehicle to be identified is in a left-turning state within the first preset range and the second preset range; if yes, determining that the track vehicle to be identified is in a right-turning state within the first preset range and the second preset range.

[0141] In this step, such as Figure 3 As shown, if the absolute value of the first difference x1 of the track vehicle to be identified is greater than the first difference threshold y1, it is determined whether the first difference x1 is negative. If it is positive, it means that the left track is far from the driving baseline and the right track is close to the driving baseline. In other words, the track vehicle to be identified is turning left at this time. That is, the track vehicle to be identified is in a left-turning state within the first preset range and the second preset range.

[0142] Conversely, if the first difference x1 is negative, it means that the right track is farther from the driving baseline and the left track is closer to the driving baseline. In other words, the track vehicle to be identified is turning right at this time, that is, the track vehicle to be identified is in a right-turning state within the first preset range and the second preset range.

[0143] Furthermore, the identification method further includes: when it is determined that the track vehicle to be identified is in a straight-line state within the first preset range and the second preset range, or when it is determined that the second driving image of the track vehicle to be identified at the current moment is valid, the driving state of the track vehicle to be identified within a third preset range is determined based on the second driving image, wherein the third preset range does not overlap with the first preset range and the second preset range.

[0144] In this step, when it is determined that the track vehicle to be identified is in a straight-line state within the first and second preset ranges, or when it is determined that the second driving image of the track vehicle to be identified is valid, the second driving image of the track vehicle to be identified is acquired; and based on the second driving image of the track vehicle to be identified, the driving state of the track vehicle to be identified within the third preset range is determined. The third preset range does not overlap with the first and second preset ranges. For example, when the first preset range is 0m to 30m and the second preset range is 31m to 180m, the third preset range is 181m to 350m.

[0145] Furthermore, the validity of the second driving image is determined by the following steps: determining the inflection point of the left track based on the left track equation, and determining the inflection point of the right track based on the right track equation; determining the straight-line distance between the line connecting the inflection points of the left track and the right track and the position of the vehicle head; detecting whether the straight-line distance is greater than or equal to a preset distance threshold; if so, determining that the second driving image of the track vehicle to be identified at the current moment is valid.

[0146] In this step, if it is determined that the track vehicle to be identified is about to turn, the turning point of the left track is determined according to the left track equation, and the turning point of the right track is determined according to the right track equation. The straight-line distance between the line connecting the turning points of the left and right tracks and the head position of the track vehicle to be identified is determined.

[0147] If the straight-line distance is greater than or equal to a preset distance threshold, it can be determined that the turning point of the track vehicle to be identified at the current moment is outside the preset distance threshold. At this time, the second driving image captured by the telephoto camera set on the front of the track vehicle to be identified is valid. That is to say, the second driving image can capture the track within a range of 30m to 350m from the front of the track vehicle to be identified. Compared with the first driving image, the driving status of the track vehicle to be identified within a range of 181m to 350m can be determined through the second driving image.

[0148] In addition, when it is determined that the track vehicle to be identified is in a straight-line state within the first and second preset ranges, it means that there are no obstacles such as walls in front of the track vehicle to be identified that will block the content captured by the telephoto camera. At this time, the second driving image captured by the telephoto camera can capture the track within a range of 30m to 350m from the front position of the track vehicle to be identified. Therefore, it also means that the second driving image at this time is effective, and the driving status of the track vehicle to be identified within the third preset range can be determined by the second driving image.

[0149] The method for identifying the driving state of a railcar provided in this application embodiment acquires a first driving image and driving direction of the railcar to be identified at the current moment; establishes a three-dimensional spatial coordinate system of the railcar to be identified with the position of the front of the railcar as the origin; determines the driving baseline of the railcar to be identified in the three-dimensional spatial coordinate system with the position of the front of the railcar as the starting point and the driving direction as the extension direction; determines the left track curve corresponding to the left track traveled by the railcar to be identified in the first driving image, and the right track curve corresponding to the right track traveled by the railcar to be identified; and determines the driving state of the railcar to be identified based on the driving baseline, the left track curve, and the right track curve.

[0150] In this way, by acquiring the first driving image of the track vehicle to be identified at the current moment and the driving direction of the track vehicle to be identified at the current moment, this application determines the driving baseline, left track curve and right track curve of the track vehicle to be identified in the three-dimensional spatial coordinate system. Then, based on the driving baseline, left track curve and right track curve of the track vehicle to be identified, the driving state of the track vehicle to be identified can be determined. Thus, the driving state of the track vehicle to be identified can be determined in real time during the driving process, thereby improving the accuracy of driving state identification and improving the driving safety of the track vehicle.

[0151] Please see Figure 4 , Figure 5 , Figure 4 This is one of the structural schematic diagrams of a track vehicle driving status identification device provided in an embodiment of this application. Figure 5 This is a second schematic diagram of a device for identifying the driving status of a railcar, provided in an embodiment of this application. Figure 4 As shown, the identification device 400 includes:

[0152] The acquisition module 410 is used to acquire the first driving image and driving direction of the track vehicle to be identified at the current moment;

[0153] The first determining module 420 is used to determine the driving baseline of the track vehicle to be identified based on the position of the front of the track vehicle to be identified and the driving direction;

[0154] The second determining module 430 is used to determine the left track curve corresponding to the left track traveled by the railcar to be identified in the first driving image, and the right track curve corresponding to the right track traveled by the railcar to be identified.

[0155] The third determining module 440 is used to determine the driving status of the track vehicle to be identified based on the driving baseline, the left track curve, and the right track curve.

[0156] Furthermore, such as Figure 5As shown, the identification device 400 further includes a fourth determining module 450, which is used for:

[0157] If the absolute value of the first difference is not less than or equal to the first difference threshold, determine whether the first difference is negative;

[0158] If not, determine that the track vehicle to be identified is in a left-turning state within the first preset range and the second preset range;

[0159] If so, determine that the track vehicle to be identified is in a right-turning state within the first preset range and the second preset range.

[0160] Furthermore, such as Figure 4 As shown, the identification device 400 further includes a fifth determining module 460, which is used for:

[0161] Determine whether the second difference is negative;

[0162] If so, determine that the track vehicle to be identified is about to turn right;

[0163] If not, it is determined that the track vehicle to be identified is about to turn left.

[0164] Furthermore, such as Figure 4 As shown, the identification device 400 further includes a sixth determining module 470, which is used for:

[0165] When it is determined that the track vehicle to be identified is in a straight-line state within the first preset range and the second preset range, or when it is determined that the second driving image of the track vehicle to be identified at the current moment is valid, the driving state of the track vehicle to be identified within a third preset range is determined based on the second driving image, wherein the third preset range does not overlap with the first preset range and the second preset range.

[0166] Furthermore, when the first determining module 420 determines the travel baseline of the track vehicle to be identified based on the head position of the track vehicle to be identified and the travel direction, the first determining module 420 is used to:

[0167] A three-dimensional spatial coordinate system for the track vehicle to be identified is established with the position of the vehicle head as the origin.

[0168] Taking the position of the vehicle head as the starting point and the direction of travel as the extension direction, the travel baseline of the track vehicle to be identified is determined in the three-dimensional spatial coordinate system.

[0169] Furthermore, when determining the left track curve corresponding to the left track traveled by the track vehicle to be identified in the first travel image, and the right track curve corresponding to the right track traveled by the track vehicle to be identified, the second determining module 430 is used to:

[0170] Identify the left and right tracks on which the track vehicle to be identified is traveling from the first driving image;

[0171] Determine multiple left track coordinate points corresponding to the left track in the image coordinate system of the first driving image, and multiple right track coordinate points corresponding to the right track in the image coordinate system of the first driving image;

[0172] Based on the multiple left track coordinate points and the curve fitting function corresponding to the track vehicle to be identified, the left track equation corresponding to the left track is determined, and based on the multiple right track coordinate points and the curve fitting function, the right track equation corresponding to the right track is determined.

[0173] The left orbit curve is determined based on the left orbit equation, and the right orbit curve is determined based on the right orbit equation.

[0174] Furthermore, when the third determining module 440 determines the driving state of the track vehicle to be identified based on the driving baseline, the left track curve, and the right track curve, the third determining module 440 is used to:

[0175] Within a first preset range from the vehicle's front position, determine the first vertical distance between the left track curve and the driving baseline, and the second vertical distance between the right track curve and the driving baseline; and within a second preset range, determine the third vertical distance between the left track curve and the driving baseline, and the fourth vertical distance between the right track curve and the driving baseline.

[0176] The driving status of the track vehicle to be identified is determined based on the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance.

[0177] Furthermore, when the third determining module 440 determines the driving state of the track vehicle to be identified based on the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance, the third determining module 440 is used to:

[0178] Determine whether the absolute value of the first difference between the first vertical distance and the second vertical distance is less than or equal to a first difference threshold;

[0179] If so, determine whether the absolute value of the second difference between the third vertical distance and the fourth vertical distance is less than or equal to the second difference threshold;

[0180] If the absolute value of the first difference is less than or equal to the first difference threshold, and the absolute value of the second difference is less than or equal to the second difference threshold, it is determined that the track vehicle to be identified is in a straight-line state within the first preset range and the second preset range.

[0181] If the absolute value of the first difference is less than or equal to the first difference threshold, and the absolute value of the second difference is greater than the second difference threshold, it is determined that the track vehicle to be identified is about to turn.

[0182] Furthermore, the sixth determining module 470 is used to determine the validity of the second driving image through the following steps:

[0183] The inflection point of the left orbit is determined based on the left orbit equation, and the inflection point of the right orbit is determined based on the right orbit equation;

[0184] Determine the straight-line distance between the line connecting the inflection point of the left track and the inflection point of the right track and the position of the train head;

[0185] Detect whether the straight-line distance is greater than or equal to a preset distance threshold;

[0186] If so, the second driving image of the track vehicle to be identified at the current moment is determined to be valid.

[0187] The track vehicle driving status identification device provided in this application embodiment acquires a first driving image and driving direction of the track vehicle to be identified at the current moment; determines the driving baseline of the track vehicle to be identified based on the head position of the track vehicle to be identified and the driving direction; determines the left track curve corresponding to the left track traveled by the track vehicle to be identified in the first driving image, and the right track curve corresponding to the right track traveled by the track vehicle to be identified; and determines the driving status of the track vehicle to be identified based on the driving baseline, the left track curve, and the right track curve.

[0188] In this way, by acquiring the first driving image of the track vehicle to be identified at the current moment and the driving direction of the track vehicle to be identified at the current moment, this application determines the driving baseline, left track curve and right track curve of the track vehicle to be identified. Then, based on the driving baseline, left track curve and right track curve of the track vehicle to be identified, the driving state of the track vehicle to be identified can be determined. Thus, the driving state of the track vehicle to be identified can be determined in real time during the driving process, thereby improving the accuracy of driving state identification and improving the driving safety of the track vehicle.

[0189] Please see Figure 6 , Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 600 includes a processor 610, a memory 620, and a bus 630.

[0190] The memory 620 stores machine-readable instructions executable by the processor 610. When the electronic device 600 is running, the processor 610 and the memory 620 communicate via the bus 630. When the machine-readable instructions are executed by the processor 610, they can perform the operations described above. Figure 1 as well as Figure 2 The steps of the method for identifying the driving status of the railcar in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0191] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 as well as Figure 2 The steps of the method for identifying the driving status of the railcar in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0192] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0193] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0194] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0195] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0196] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0197] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for identifying the driving status of a railcar, characterized in that, The identification method includes: Acquire the first driving image and driving direction of the railcar to be identified at the current moment; the first driving image is a short-focus image captured by a short-focus camera set on the front of the railcar to be identified; Based on the position of the front of the railcar to be identified and the direction of travel, the travel baseline of the railcar to be identified is determined; Determine the left track curve corresponding to the left track traveled by the railcar to be identified in the first travel image, and the right track curve corresponding to the right track traveled by the railcar to be identified; Based on the driving baseline, the left track curve, and the right track curve, the driving status of the track vehicle to be identified is determined; Determining the driving state of the track vehicle to be identified based on the driving baseline, the left track curve, and the right track curve includes: Within a first preset range from the vehicle's front position, determine the first vertical distance between the left track curve and the driving baseline, and the second vertical distance between the right track curve and the driving baseline; and within a second preset range, determine the third vertical distance between the left track curve and the driving baseline, and the fourth vertical distance between the right track curve and the driving baseline; the first preset range and the second preset range do not overlap, the lower limit of the second preset range is greater than the upper limit of the first preset range, and both the first preset range and the second preset range are within the shooting range of the first driving image; The driving status of the track vehicle to be identified is determined based on the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance. The identification method further includes: When it is determined that the track vehicle to be identified is in a straight-line state within the first preset range and the second preset range, or when it is determined that the second driving image of the track vehicle to be identified at the current moment is valid, the driving state of the track vehicle to be identified within a third preset range is determined based on the second driving image. The third preset range does not overlap with the first preset range and the second preset range; the lower limit of the third preset range is greater than the upper limit of the second preset range; and the second driving image is a telephoto driving image.

2. The identification method according to claim 1, characterized in that, Determining the travel baseline of the railcar to be identified based on its head position and travel direction includes: A three-dimensional spatial coordinate system for the track vehicle to be identified is established with the position of the vehicle head as the origin. Taking the position of the vehicle head as the starting point and the direction of travel as the extension direction, the travel baseline of the track vehicle to be identified is determined in the three-dimensional spatial coordinate system.

3. The identification method according to claim 1, characterized in that, Determining the left track curve corresponding to the left track traveled by the track vehicle to be identified in the first travel image, and the right track curve corresponding to the right track traveled by the track vehicle to be identified, includes: Identify the left and right tracks on which the track vehicle to be identified is traveling from the first driving image; Determine multiple left track coordinate points corresponding to the left track in the image coordinate system of the first driving image, and multiple right track coordinate points corresponding to the right track in the image coordinate system of the first driving image; Based on the multiple left track coordinate points and the curve fitting function corresponding to the track vehicle to be identified, the left track equation corresponding to the left track is determined, and based on the multiple right track coordinate points and the curve fitting function, the right track equation corresponding to the right track is determined. The left orbit curve is determined based on the left orbit equation, and the right orbit curve is determined based on the right orbit equation.

4. The identification method according to claim 3, characterized in that, Determining the driving state of the track vehicle to be identified based on the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance includes: Determine whether the absolute value of the first difference between the first vertical distance and the second vertical distance is less than or equal to a first difference threshold; If so, determine whether the absolute value of the second difference between the third vertical distance and the fourth vertical distance is less than or equal to the second difference threshold; If the absolute value of the first difference is less than or equal to the first difference threshold, and the absolute value of the second difference is less than or equal to the second difference threshold, it is determined that the track vehicle to be identified is in a straight-line state within the first preset range and the second preset range. If the absolute value of the first difference is less than or equal to the first difference threshold, and the absolute value of the second difference is greater than the second difference threshold, it is determined that the track vehicle to be identified is about to turn.

5. The identification method according to claim 4, characterized in that, After determining whether the absolute value of the first difference between the first vertical distance and the second vertical distance is less than or equal to a first difference threshold, the identification method further includes: If the absolute value of the first difference is greater than the first difference threshold, determine whether the first difference is negative; If not, determine that the track vehicle to be identified is in a left-turning state within the first preset range and the second preset range; If so, determine that the track vehicle to be identified is in a right-turning state within the first preset range and the second preset range.

6. The identification method according to claim 4, characterized in that, After determining that the track vehicle to be identified is about to turn, the identification method further includes: Determine whether the second difference is negative; If so, determine that the track vehicle to be identified is about to turn right; If not, it is determined that the track vehicle to be identified is about to turn left.

7. The identification method according to claim 3, characterized in that, The second driving image is determined to be valid by the following steps: The inflection point of the left orbit is determined based on the left orbit equation, and the inflection point of the right orbit is determined based on the right orbit equation; Determine the straight-line distance between the line connecting the inflection point of the left track and the inflection point of the right track and the position of the train head; Detect whether the straight-line distance is greater than or equal to a preset distance threshold; If so, the second driving image of the track vehicle to be identified at the current moment is determined to be valid.

8. A device for identifying the driving status of a railcar, characterized in that, The identification device includes: The acquisition module is used to acquire the first driving image and driving direction of the railcar to be identified at the current moment; the first driving image is a short-focus image captured by a short-focus camera set on the front of the railcar to be identified; The first determining module is used to determine the travel baseline of the railcar to be identified based on the position of the front of the railcar to be identified and the travel direction; The second determining module is used to determine the left track curve corresponding to the left track traveled by the railcar to be identified in the first driving image, and the right track curve corresponding to the right track traveled by the railcar to be identified. The third determining module is used to determine the driving status of the track vehicle to be identified based on the driving baseline, the left track curve, and the right track curve. When the third determining module is used to determine the driving state of the track vehicle to be identified based on the driving baseline, the left track curve, and the right track curve, the third determining module is used to: Within a first preset range from the vehicle's front position, determine the first vertical distance between the left track curve and the driving baseline, and the second vertical distance between the right track curve and the driving baseline; and within a second preset range, determine the third vertical distance between the left track curve and the driving baseline, and the fourth vertical distance between the right track curve and the driving baseline; the first preset range and the second preset range do not overlap, the lower limit of the second preset range is greater than the upper limit of the first preset range, and both the first preset range and the second preset range are within the shooting range of the first driving image; The driving status of the track vehicle to be identified is determined based on the first vertical distance, the second vertical distance, the third vertical distance, and the fourth vertical distance. The identification device further includes a sixth determining module, the sixth determining module being used for: When it is determined that the track vehicle to be identified is in a straight-line state within the first preset range and the second preset range, or when it is determined that the second driving image of the track vehicle to be identified at the current moment is valid, the driving state of the track vehicle to be identified within a third preset range is determined based on the second driving image. The third preset range does not overlap with the first preset range and the second preset range; the lower limit of the third preset range is greater than the upper limit of the second preset range; and the second driving image is a telephoto driving image.

9. An electronic device, characterized in that, include: The device includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. The machine-readable instructions are executed by the processor to perform the steps of the method for identifying the running state of a railcar as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the method for identifying the driving state of a railcar as described in any one of claims 1 to 7.

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