Method, system and rail vehicle for controlling the air tightness

Abstract

The application discloses a kind of air density control method, system and rail vehicle, it is related to rail vehicle control field, based on preset image acquisition processing strategy, judge whether there is target distance section and the first end of target distance section and the head of the rail vehicle are in the state of being about to meet, if yes, determine the first distance difference between head and first end at first current time, further determine first meeting time in combination with first preset time prediction strategy, finally based on first meeting time and preset action time of pressure wave protection device, control pressure wave protection device to close so that it is in closed state when head meets first end.It is compared with prior art, control mode is more flexible, and practicality is wider, and preset action time of pressure wave protection device is considered, action is controlled in advance to ensure that it is in closed state when head meets the first end, avoid control lag to affect the final air density control effect, improve the passenger's ride experience.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle control technology, and in particular to an air density control method, system and rail vehicle. Background Technology

[0002] Vehicles are widely used in people's daily lives. With the development of related technologies, people have higher and higher requirements for the comfort of vehicles. Specifically, taking rail vehicles as an example, when vehicles pass each other, pass through tunnel entrances, tunnel ventilation shafts, or air-raid shelters, the pressure waves from drastic changes in the outside will enter the vehicle, which can easily cause tinnitus and ear fullness. Therefore, pressure wave protection devices are usually installed in vehicles. By closing this device, air density control is achieved, thereby improving passenger comfort in the above situations.

[0003] To control the shutdown of the pressure wave protection device, two main methods are currently adopted:

[0004] The first method involves installing pressure sensors inside the vehicle. When the vehicle enters tunnels, entrances, or ventilation shafts (areas with varying cross-sections), or when vehicles pass each other, the corresponding pressure changes are detected by the pressure sensors, which then control the pressure wave protection device to shut down. However, as a mechanical structure, the pressure wave protection device requires a certain amount of time to operate. This control method, with its lag, results in poor air density control, affecting the passenger experience. The second method involves pre-installing ground signal sensors to control air density by sending induction signals. However, this method requires pre-installing these sensors along the operating route. For vehicles crossing lines or operating on complex routes, this method is not flexible enough and has many limitations in practical application. For example, the passing of vehicles has a certain degree of uncertainty, so this method cannot control the pressure wave protection device when vehicles pass each other, thus limiting its practical application.

[0005] Therefore, finding an effective control method for pressure wave protection devices is an urgent problem to be solved. Summary of the Invention

[0006] The purpose of this invention is to provide an air density control method, system, and rail vehicle that eliminates the need to pre-install ground signal sensing devices along the running line. This method offers greater flexibility and wider applicability. Furthermore, it takes into account the preset action time of the pressure wave protection device, controlling its action in advance to ensure it is in a closed state when the train head meets the first end, thus avoiding control lag that could affect the final air density control effect and improving the passenger riding experience.

[0007] To solve the above-mentioned technical problems, the present invention provides an air density control method applied to a rail vehicle, the rail vehicle including a pressure wave protection device, the air density control method comprising:

[0008] Based on a preset image acquisition and processing strategy, it is determined whether there is a target distance segment and whether the first end of the target distance segment is in a state of imminent encounter with the front of the rail vehicle;

[0009] If so, determine the first distance difference between the front of the vehicle and the first end at the first current moment;

[0010] The first meeting time is determined based on the first distance difference and the first preset time prediction strategy, wherein the first meeting time represents the total time required from the first current moment until the front of the vehicle meets the first end;

[0011] Based on the first encounter time and the preset action time of the pressure wave protection device, the pressure wave protection device is controlled to close, so that the pressure wave protection device is in a closed state when the front of the vehicle meets the first end.

[0012] Preferably, when the target distance segment is a fixed distance segment characterizing a variable cross-section;

[0013] Before determining the first meeting time based on the first distance difference and the first preset time prediction strategy, the method further includes:

[0014] Determine the first operating speed and first operating acceleration of the rail vehicle at the first current moment;

[0015] Determining the first meeting time based on the first distance difference and the first preset time prediction strategy includes:

[0016] The second running speed is determined based on the first preset relationship, the first distance difference, the first running speed, and the first running acceleration, wherein the second running speed represents the speed reached when the front of the vehicle meets the first end;

[0017] The first preset relation is:

[0018]

[0019] Wherein, V1 is the second running speed, V0 is the first running speed, S1 is the first distance difference, and a is the first running acceleration;

[0020] The first meeting time is determined based on the second preset relationship, the second running speed, the first distance difference, and the first running speed.

[0021] The second preset relation is:

[0022]

[0023] Where t1 is the first meeting time.

[0024] Preferably, when the target distance segment is a distance segment representing the movement of a waiting vehicle in motion;

[0025] Before determining the first distance difference between the front of the vehicle and the first end at the first current moment, the method further includes:

[0026] Determine the second distance difference between the front of the vehicle and the first end at a historical moment;

[0027] Determining the first meeting time based on the first distance difference and the first preset time prediction strategy includes:

[0028] The relative motion speed is determined based on the third preset relationship, the second distance difference, the first distance difference, the historical time, and the first current time.

[0029] The third preset relation is:

[0030]

[0031] Wherein, V3 is the relative velocity, S2 is the second distance difference, S1 is the first distance difference; T2 is the historical time, and T1 is the first current time;

[0032] The first meeting time is determined based on the fourth preset relationship, the first distance difference, and the relative motion speed;

[0033] The fourth preset relation is:

[0034]

[0035] Where t2 is the first meeting time.

[0036] Preferably, the first preset head region of the rail vehicle is provided with a first image acquisition module;

[0037] Based on a preset image acquisition and processing strategy, determining whether a target distance segment exists and whether the first end of the target distance segment is in a state of impending encounter with the front of the rail vehicle includes:

[0038] Obtain the first image captured by the first image acquisition module;

[0039] Based on the first image and a preset image recognition model, feature extraction is performed to determine whether one of the first or second conditions is met; the first condition is that there is a target distance segment and the target distance segment is in the current running direction of the rail vehicle, and the second condition is that there is the target distance segment and the target distance segment is moving towards the rail vehicle;

[0040] If so, it is determined that the target distance segment exists and the front of the rail vehicle is in a state of waiting to meet the first end of the target distance segment.

[0041] Preferably, a second image acquisition module is provided in the first preset rear area of ​​the rail vehicle;

[0042] The airtightness control method further includes:

[0043] Acquire the second image captured by the second image acquisition module;

[0044] Based on the second image and the preset image recognition model, feature extraction is performed to determine whether the tail of the rail vehicle meets the second end of the target distance segment;

[0045] If so, activate the pressure wave protection device.

[0046] Preferred options also include:

[0047] Obtain the length of the target distance segment;

[0048] Determine whether the length of the target distance segment is greater than the length of the rail vehicle itself;

[0049] If not, the second meeting time is determined based on the length of the target distance segment, the length of the rail vehicle itself, the first distance difference, and the second preset time prediction strategy; wherein, the second meeting time represents the total time required from the first current moment until the tail of the rail vehicle meets the second end of the target distance segment;

[0050] The pressure wave protection device is activated based on the second encounter time when the rear of the vehicle encounters the second end.

[0051] Preferably, when determining that the length of the target distance segment is greater than the length of the rail vehicle itself, the following steps are taken:

[0052] The third meeting time is determined based on the first distance difference, the length of the rail vehicle itself, and the third preset time prediction strategy. The third meeting time represents the total time required from the first current moment until the tail of the vehicle meets the first end.

[0053] The pressure wave protection device is activated based on the third encounter time when the rear of the vehicle meets the first end.

[0054] Determine the third distance difference between the front of the vehicle and the second end at the second current time.

[0055] The fourth meeting time is determined based on the third distance difference and the fourth preset time prediction strategy, wherein the fourth meeting time represents the total time required from the second current moment until the front of the vehicle meets the second end;

[0056] The pressure wave protection device is controlled to close based on the fourth encounter time and the preset action time, so that the pressure wave protection device is in a closed state when the front of the vehicle meets the second end.

[0057] Preferred options also include:

[0058] The fifth meeting time is determined based on the third distance difference, the length of the rail vehicle itself, and the fifth preset time prediction strategy. The fifth meeting time represents the total time required from the second current moment until the tail of the vehicle meets the second end.

[0059] The pressure wave protection device is activated based on the fifth encounter time when the rear of the vehicle encounters the second end.

[0060] To solve the above-mentioned technical problems, the present invention also provides an air density control system, comprising:

[0061] The first judgment unit is used to determine, based on a preset image acquisition and processing strategy, whether there is a target distance segment and whether the first end of the target distance segment is in a state of impending encounter with the front of the rail vehicle; if so, the first determination unit is triggered.

[0062] The first determining unit is used to determine a first distance difference between the front of the vehicle and the first end at the first current time.

[0063] The second determining unit is used to determine the first meeting time based on the first distance difference and the first preset time prediction strategy, wherein the first meeting time represents the total time required from the first current moment until the front of the vehicle meets the first end;

[0064] The pressure wave protection device control unit is used to control the pressure wave protection device to close based on the first encounter time and the preset action time of the pressure wave protection device, so that the pressure wave protection device is in a closed state when the front of the vehicle meets the first end.

[0065] To address the aforementioned technical problems, the present invention also provides a rail vehicle, comprising:

[0066] Pressure wave protection device;

[0067] Memory, used to store computer programs;

[0068] The processor is connected to the memory and the pressure wave protection device respectively, and is used to implement the steps of the air density control method as described above when executing the computer program.

[0069] This application provides an air density control method, system, and rail vehicle. Based on a preset image acquisition and processing strategy, it determines whether a target distance segment exists and whether the first end of the target distance segment is in a state of imminent encounter with the front of the rail vehicle. If so, it indicates that the two are about to meet. Then, it determines the first distance difference between the front of the rail vehicle and the first end at the first current moment, and further determines the first encounter time by combining it with a first preset time prediction strategy. This first encounter time represents the total time required from the first current moment until the front of the rail vehicle meets the first end. Finally, based on the first encounter time and the preset action time of the pressure wave protection device, it controls the pressure wave protection device to close so that it is in an off state when the front of the rail vehicle meets the first end. Compared with existing technologies, it eliminates the need to pre-install ground signal sensing devices along the operating line, making the control method more flexible and widely applicable. Furthermore, by taking into account the preset action time of the pressure wave protection device and controlling its action in advance to ensure it is in an off state when the front of the rail vehicle meets the first end, it avoids control lag affecting the final air density control effect and improves the passenger riding experience. Attached Figure Description

[0070] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0071] Figure 1 A flowchart of an air density control method provided by the present invention;

[0072] Figure 2 This invention provides a schematic diagram showing the state of a rail vehicle and a target distance segment being about to meet.

[0073] Figure 3 This invention provides another schematic diagram showing the state of a rail vehicle and a target distance segment in a state of imminent encounter.

[0074] Figure 4 This is a schematic diagram of a gas density control system provided by the present invention. Detailed Implementation

[0075] The core of this invention is to provide an air density control method, system, and rail vehicle that eliminates the need to pre-install ground signal sensing devices along the running line. This method offers greater flexibility and wider applicability. Furthermore, it takes into account the preset action time of the pressure wave protection device, controlling its action in advance to ensure it is in a closed state when the train head meets the first end, thus avoiding control lag that could affect the final air density control effect and improving the passenger riding experience.

[0076] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0077] Please refer to Figure 1 , Figure 1 A flowchart of an air density control method provided by the present invention.

[0078] In this embodiment, considering that pressure wave protection devices are typically installed in rail vehicles, the closure of these devices enables air density control, thereby improving passenger comfort during situations such as vehicle passing, tunnel entrances, tunnel ventilation shafts, or air-raid shelter doors. Existing technologies employ two methods to achieve this: either installing pressure sensors within the vehicle to transmit detected pressure changes to a control unit upon entering these situations, thus controlling the closure of the pressure wave protection device; however, since the pressure wave protection device is a mechanical structure, its operation requires a certain time, resulting in a control lag; or pre-installing ground signal sensors along the running track to control air density by sending induction signals. However, this method is not flexible enough, is typically costly, and cannot address air tightness control in situations such as vehicle passing, limiting its practical application. To solve these technical problems, this application provides an air density control method that is flexible, widely applicable, solves the control lag problem, and improves the passenger experience.

[0079] This air density control method is applied to rail vehicles, which include a pressure wave protection device. The air density control method includes:

[0080] S11: Based on the preset image acquisition and processing strategy, determine whether there is a target distance segment and whether the first end of the target distance segment is in a state of waiting to meet the front of the rail vehicle; if so, proceed to S12;

[0081] Specifically, this method can be applied to a processor in a rail vehicle, which is equipped with a computer system to implement corresponding control. The rail vehicle includes, but is not limited to, EMU trains, high-speed trains, etc. A preset image acquisition and processing strategy is established, which determines whether a target distance segment exists and whether the first end of the target distance segment is in a state of impending encounter with the front of the rail vehicle. Specifically, the target distance segment can be a tunnel, ventilation shaft, or air-raid shelter door (or other variable cross-section structures) along the current operating direction of the rail vehicle, or another rail vehicle traveling in the opposite direction on a different track. Therefore, more specifically, if a target distance segment (i.e., a variable cross-section) exists in the current operating direction of the rail vehicle, it means that the two are about to meet according to the current operating conditions of the rail vehicle, i.e., the front of the train is in the state of impending encounter with the first end of the target distance segment. Alternatively, if a target distance segment moving in the opposite direction to the rail vehicle (i.e., another rail vehicle traveling in the opposite direction) is determined, the front of the train can also be in the state of impending encounter with the first end of the target distance segment.

[0082] Please refer to Figure 2 , Figure 2 This is a schematic diagram illustrating the state of a rail vehicle and a target distance segment being in a state of imminent encounter, provided by the present invention. Figure 3 This is another schematic diagram illustrating a situation where a rail vehicle and a target are in a state of impending encounter, provided by the present invention. Figure 2 This diagram illustrates the target distance segment 2, the first end 21 of target distance segment 2, and the second end 22 of target distance segment 2 when the rail vehicle is traveling towards another rail vehicle and is about to meet. Figure 3 The diagram shows the target distance segment 2, the first end 21 of the target distance segment 2, and the second end 22 of the target distance segment 2 when the rail vehicle is about to encounter the tunnel, given that there is a variable cross-section tunnel in its current direction of travel. Figure 2 Right now Figure 3 The diagram shows one possible setup for the pressure wave protection device 3.

[0083] Understandably, if the condition corresponding to step S11 is negative, meaning that there is no target distance ahead according to the current operating status of the rail vehicle, then the normal operating mode should be maintained to keep the pressure wave protection device open.

[0084] S12: Determine the first distance difference between the front of the train and the first end at the first current moment;

[0085] Specifically, a first distance detection module 51 can be pre-installed in a second preset head area at the head carriage of the rail vehicle. The specific location of this second preset head area can be set according to actual needs. This first distance detection module 51 includes, but is not limited to, a radar detector. For more details, please refer to... Figure 2 , Figure 2 This diagram illustrates one configuration of the first distance detection module 51. It can be understood that, corresponding to... Figure 2 The situation refers to the target distance where two trains are about to pass each other, meaning that the other train and this train have the same configuration. Please refer to... Figure 3 , Figure 3 The diagram shows a configuration of the first distance detection module 51.

[0086] Therefore, the distance detection module can be used to determine the first distance difference between the front of the vehicle and the first end at the first current moment.

[0087] S13: Determine the first meeting time based on the first distance difference and the first preset time prediction strategy, wherein the first meeting time represents the total time required from the first current moment until the front of the vehicle meets the first end;

[0088] It is understandable that the processor performs actual calculations very quickly, so the specific calculation time can be ignored and the first encounter time can be approximated as the same as the actual encounter time during actual operation.

[0089] S14: Based on the first encounter time and the preset action time of the pressure wave protection device, control the pressure wave protection device to close, so that the pressure wave protection device is in the closed state when the front of the vehicle meets the first end.

[0090] The preset action time of the pressure wave protection device is stored in advance. Therefore, based on step S14, the pressure wave protection device can be controlled to close in advance so that it is in a closed state when the front of the vehicle meets the first end. More specifically, as an example, assuming the first encounter time is 50 seconds and the preset action time is 20 seconds, the pressure wave protection device can be controlled to close after another 30 seconds. Of course, considering the corresponding issuance time of the command, a certain time tolerance value can be set, such as 3 seconds. Thus, the above example can be optimized to control the pressure wave protection device to close after another 27 seconds. No special limitation is made here, and it can be determined according to the actual needs.

[0091] It is understandable that for rail trains such as subways, whose arrival times at various locations have precise time points, as a coarse control method, directly controlling the pressure wave protection device on such rail trains to close before the train head meets the first end, as a coarse control method, also falls within the protection scope of this application. However, as a preferred precise control method, the airtightness control method provided by this application is closer to the actual situation and has a better control effect.

[0092] In summary, this application provides an air density control method based on a preset image acquisition and processing strategy. Compared with existing technologies, it eliminates the need to pre-install ground signal sensing devices along the operating route, making it more economical. The control method is also more flexible and has wider applicability, suitable for any route conditions. Furthermore, it takes into account the preset action time of the pressure wave protection device, controlling its action in advance to ensure that it is in a closed state when the front of the vehicle meets the first end, avoiding control lag from affecting the final air density control effect and improving the passenger's riding experience.

[0093] Based on the above embodiments:

[0094] As a preferred embodiment, when the target distance segment is a fixed distance segment characterizing a variable cross-section;

[0095] Before determining the first meeting time based on the first distance difference and the first preset time prediction strategy, the following steps are also included:

[0096] Determine the first operating speed and first operating acceleration of the rail vehicle at the first current moment;

[0097] The first meeting time is determined based on the first distance difference and the first preset time prediction strategy, including:

[0098] The second running speed is determined based on the first preset relationship, the first distance difference, the first running speed, and the first running acceleration, wherein the second running speed represents the speed reached when the front of the vehicle meets the first end;

[0099] The first presupposed relation is:

[0100]

[0101] Wherein, V1 is the second running speed, V0 is the first running speed, S1 is the first distance difference, and a is the first running acceleration;

[0102] The first meeting time is determined based on the second preset relationship, the second running speed, the first distance difference, and the first running speed.

[0103] The second presupposed relation is:

[0104]

[0105] Where t1 is the time of the first encounter.

[0106] In this embodiment, the logic for determining the first encounter time when the target distance segment is a fixed distance segment is given. Specifically, the fixed distance segment can be a fixed variable cross section such as a tunnel, ventilation shaft, or entrance in front of the current running direction of the rail vehicle as described in the above embodiment. The specific steps for determining the first encounter time are as described above and will not be repeated here.

[0107] It should be noted that the specific methods for determining the first operating speed and the first operating acceleration can be as follows: An acceleration detection module and a speed detection module are pre-installed on the rail vehicle. The acceleration detection module includes, but is not limited to, an acceleration sensor, and the speed detection module includes, but is not limited to, a speed sensor. Furthermore, it is understood that for the rail vehicle, the car currently at the front may become the car at the rear during the next run. Therefore, a second distance detection module 52 can be further installed in a second preset rear area at the current rear car of the rail vehicle. The specific location of this second preset rear area can be set according to actual needs. The second distance detection module 52 includes, but is not limited to, a radar detector. For details, please refer to... Figure 2 , Figure 2 The diagram illustrates one configuration of the second distance detection module 52. Figure 2 The acceleration detection module and the velocity detection module are treated as a whole, and are marked with reference numeral 6 in the attached figure to illustrate a simple structural configuration. Figure 3 The setting of rail vehicles in Figure 2 The same applies in other languages, so I won't repeat it here. It's understandable that... Figure 2 The other rail vehicle is essentially a rail vehicle, and therefore has the same setup as other rail vehicles. See [link / details] for the specific location. Figure 2 As shown.

[0108] Therefore, the first running acceleration of the rail vehicle can be determined by the acceleration detection module, and the first running speed of the rail vehicle can be determined by the speed detection module, and the implementation method is simple and reliable.

[0109] It should also be noted that, as a preferred embodiment, after determining the second operating speed, the method further includes:

[0110] Determine whether the second operating speed is greater than a preset speed threshold;

[0111] If so, proceed to the step of determining the first meeting time based on the second preset relationship, the second running speed, the first distance difference, and the first running speed.

[0112] Here, it is further considered that a series of steps such as determining the first encounter time and controlling the pressure wave protection device to close can be entered only when the second operating speed is greater than the preset speed threshold. It should be noted that the preset speed threshold here can be set according to actual needs and is not specifically limited here.

[0113] It is evident that the first encounter time required from the first current moment to the meeting of the vehicle head and the first end can be determined simply and reliably using the above method, laying the foundation for subsequent early control of the pressure wave protection device.

[0114] As a preferred embodiment, when the target distance segment is a distance segment representing the movement of a waiting vehicle in motion;

[0115] Before determining the first distance difference between the front of the train and the first end at the first current moment, the following is also included:

[0116] Determine the second distance difference between the front of the train and the first end at a historical moment;

[0117] The first meeting time is determined based on the first distance difference and a first preset time prediction strategy, including:

[0118] The relative motion speed is determined based on the third preset relationship, the second distance difference, the first distance difference, the historical time, and the first current time.

[0119] The third presupposed relation is:

[0120]

[0121] Where V3 is the relative velocity, S2 is the second distance difference, and S1 is the first distance difference; T2 is the historical moment, and T1 is the first current moment;

[0122] The first meeting time is determined based on the fourth preset relationship, the first distance difference, and the relative motion speed;

[0123] The fourth pre-defined relation is:

[0124]

[0125] Where t2 is the time of the first encounter.

[0126] In this embodiment, the specific logic for determining the first meeting time is given when the target distance segment is the distance segment representing the movement of a waiting vehicle in motion. It should be noted that the distance segment corresponds to another rail vehicle as described in the above embodiment, and the rail vehicle is moving towards itself. The specific steps for determining the first meeting time are described above and will not be repeated here.

[0127] It should be noted that the historical moment here is a moment after it is determined that there is a target distance segment and the first end of the target distance segment is in a state of waiting to meet the front of the rail vehicle. This historical moment is before the first current moment, that is, the first current moment is greater than the historical moment. The second distance difference here can also be determined by the aforementioned first distance detection module.

[0128] In a preferred embodiment, a first image acquisition module is provided in the first preset head region of the rail vehicle;

[0129] Based on a preset image acquisition and processing strategy, it is determined whether a target distance segment exists and whether the first end of the target distance segment is in a state of impending encounter with the front of the rail vehicle, including:

[0130] Acquire the first image captured by the first image acquisition module;

[0131] Based on the first image and the preset image recognition model, feature extraction is performed to determine whether one of the first condition or the second condition is met; the first condition is that there is a target distance segment and the target distance segment is in the current running direction of the rail vehicle, and the second condition is that there is a target distance segment and the target distance segment is moving towards the rail vehicle.

[0132] If so, it is determined that a target distance segment exists and the front of the rail vehicle is in a state of waiting to meet the first end of the target distance segment.

[0133] This embodiment provides a step for determining, based on a preset image acquisition and processing strategy, the existence of a target distance segment and the first end of the target distance segment being in a state of impending encounter with the front of the rail vehicle. Specifically, a first image acquisition module is pre-installed in a first preset head area at the front carriage of the rail vehicle. The specific location of this first preset head area can be set according to actual needs. The first image acquisition module includes, but is not limited to, a camera. For details, please refer to... Figure 2 , Figure 2 The diagram illustrates one configuration of the first image acquisition module 41. Figure 3 Corresponding to Figure 2 A schematic diagram of one configuration of the first image acquisition module 41 is given.

[0134] Therefore, the first image acquisition module 41 has a corresponding working range, which can acquire the first image within its own working range (the specific acquisition method can be real-time image acquisition or image acquisition at a very short cycle). More specifically, the first image can be image data that is encoded and compressed by the first image acquisition module 41 before being uploaded to the processor that applies the air density control method to ensure transmission efficiency. No special limitation is made here.

[0135] A pre-trained image recognition model is used to extract features from the first image (e.g., determining whether there is a pre-defined marker representing the target distance segment, or performing complex image recognition for precise determination, without specific limitations here). Based on the feature extraction results, it is determined whether one of the first or second conditions is met. The first condition is: the existence of a target distance segment and the target distance segment is located in the direction of travel of the rail vehicle (specifically, corresponding to the above embodiment, this means that there is a fixed variable cross-section such as a tunnel, ventilation shaft, or entrance in front of the current direction of travel of the rail vehicle, such as...). Figure 3 (as shown); the second condition is: there exists a target distance segment and the target distance segment moves towards the rail vehicle (specifically, corresponding to the above embodiment, that is, another rail vehicle moves towards the rail vehicle, such as...). Figure 2 (As shown).

[0136] It should be noted that the selection of the first image acquisition module 41 needs to ensure that its working range is large enough so that the first image can be acquired as early as possible, leaving enough time for the subsequent step of controlling the pressure wave protection device to close in advance based on the first encounter time and the preset action time of the pressure wave protection device on the rail vehicle.

[0137] It is understandable that for rail vehicles, the car currently at the front of the train may become the car at the rear during the next run. Therefore, a second image acquisition module 42 can be further installed in the first preset rear area of ​​the rail vehicle. The specific location of this first preset rear area can be set according to actual needs. The second image acquisition module 42 includes, but is not limited to, a camera. For details, please refer to... Figure 2 , Figure 2 The diagram illustrates one configuration of the second image acquisition module 42. Figure 3 Similarly, this will not be elaborated upon here.

[0138] As can be seen, the above settings can accurately and reliably determine whether a target distance segment exists and whether the front of the vehicle is in a state of waiting to meet the first end of the target distance segment, thus identifying the target distance segment in advance and laying the foundation for the subsequent control of the pressure wave protection device.

[0139] In a preferred embodiment, a second image acquisition module is provided in the first preset rear area of ​​the rail vehicle;

[0140] This airtightness control method also includes:

[0141] Acquire the second image captured by the second image acquisition module;

[0142] Based on the second image and the preset image recognition model, feature extraction is performed to determine whether the rear of the rail vehicle meets the second end of the target distance segment.

[0143] If so, activate the pressure wave protection device.

[0144] In this embodiment, a second image acquisition module can be set in the first preset tail area of ​​the rail vehicle. For detailed explanations of the second image acquisition module and the first preset tail area, please refer to the above embodiment, which will not be repeated here. After the pressure wave protection device is turned off, the second image acquired by the second image acquisition module is obtained. Based on the second image and the preset image recognition model, feature extraction is performed to determine whether the tail of the rail vehicle has moved away from the second end of the target distance segment, that is, whether the tail of the rail vehicle has reached the second end and will move away from the second end according to the current running direction. If so, the pressure wave protection device is turned on to ensure ventilation. It can be seen that the opening control method of this pressure wave protection device is simple and easy to operate.

[0145] As a preferred embodiment, it also includes:

[0146] Obtain the length of the target distance segment;

[0147] Determine whether the length of the target distance segment is greater than the length of the rail vehicle itself;

[0148] If not, the second meeting time is determined based on the length of the target distance segment, the length of the rail vehicle itself, the first distance difference, and the second preset time prediction strategy; wherein, the second meeting time represents the total time required from the first current moment until the tail of the rail vehicle meets the second end of the target distance segment;

[0149] The pressure wave protection device, based on the second encounter time, activates when the rear of the vehicle encounters the second end.

[0150] This embodiment presents another method for controlling the activation of the pressure wave protection device. First, it should be noted that... (Please refer to...) Figure 2 and Figure 3 , Figure 2 When the target distance segment 2 is a movement distance segment of another rail vehicle, it is shown that the second end 22 is specifically located; Figure 3 This demonstrates where the second end 22 is specifically located when the target distance segment 2 is a fixed distance segment such as a tunnel in front of a rail vehicle.

[0151] Therefore, the length of the target distance segment can be obtained in ways including but not limited to pre-setting a length marker on the target distance segment, and then recognizing the length marker through an image acquisition module and a preset image recognition model. Alternatively, the length of the target distance segment can be obtained by searching in a pre-established network database based on the recognized identity marker. No particular limitation is made here, and it can be set according to actual needs.

[0152] Determine if the length of the target distance segment is greater than the length of the rail vehicle itself. If not, based on the control logic described above, activate the pressure wave protection device when the rear of the vehicle encounters the second end. For specific illustration, a series of execution logic steps in this case are given:

[0153] Based on the length of the target distance segment, the length of the rail vehicle itself, the first distance difference, and the second preset time prediction strategy, the second encounter time is determined, including:

[0154] When the target distance segment is a fixed distance segment representing a variable cross section, the third operating speed is determined based on the determined first operating speed, the first operating acceleration, the length of the fixed distance segment, the length of the rail vehicle itself, the first distance difference, and the fifth preset relationship.

[0155] The fifth preset relation is:

[0156]

[0157] Wherein, V4 is the third operating speed, V0 is the first operating speed, S1 is the first distance difference, a is the first operating acceleration, L1 is the length of the rail vehicle itself, and L2 is the length of the fixed distance segment;

[0158] The second meeting time is determined based on the third operating speed, the first operating speed, the length of the rail vehicle itself, the first distance difference, the length of the fixed distance segment, and the sixth preset relationship.

[0159] The sixth preset relation is:

[0160]

[0161] Where t3 is the second meeting time corresponding to the fixed distance segment.

[0162] When the target distance segment is a distance segment representing the movement of a waiting vehicle in motion, the second meeting time is determined based on the determined first distance difference, the relative speed, the length of the movement distance segment, the length of the rail vehicle itself, and the seventh preset relationship.

[0163] The seventh preset relation is:

[0164]

[0165] Wherein, t4 is the second encounter time corresponding to the movement distance segment, V3 is the relative movement speed, S1 is the first distance difference, L1 is the length of the rail vehicle itself, and L3 is the length of the movement distance segment.

[0166] As can be seen, by setting the above execution logic, taking into account the length of the rail vehicle body and the length of the target distance segment, the execution logic is provided to reliably and accurately ensure that the pressure wave protection device is activated when the rear of the vehicle meets the second end when the length of the target distance segment is less than the length of the rail vehicle body itself, which is beneficial to practical application and operation.

[0167] As a preferred embodiment, when determining that the length of the target distance segment is greater than the length of the rail vehicle itself, the following steps are included:

[0168] The third meeting time is determined based on the first distance difference, the length of the rail vehicle itself, and the third preset time prediction strategy. The third meeting time represents the total time required from the first current moment until the tail of the vehicle meets the first end.

[0169] The pressure wave protection device is activated when the rear of the vehicle meets the first end, based on the third encounter time control.

[0170] Determine the third distance difference between the front of the train and the second end at the second current moment;

[0171] The fourth meeting time is determined based on the third distance difference and the fourth preset time prediction strategy. The fourth meeting time represents the total time required from the second current moment until the front of the car meets the second end.

[0172] The pressure wave protection device is controlled to close based on the fourth encounter time and the preset action time, so that the pressure wave protection device is in the closed state when the front of the vehicle meets the second end.

[0173] In this embodiment, a series of control logic settings are given when the length of the target distance segment is greater than the length of the rail vehicle itself. Specifically, in this case, since the pressure wave protection device may deteriorate the ventilation inside the rail vehicle if the closing time is too long, the third encounter time is determined and the pressure wave protection device is controlled to open when the rear of the car meets the first end. The steps for determining the third encounter time are discussed in detail below:

[0174] When the target distance segment is a fixed distance segment representing a variable cross section, the fourth operating speed is determined based on the determined first operating speed, the first operating acceleration, the length of the rail vehicle itself, the first distance difference, and the eighth preset relationship.

[0175] The eighth preset relation is:

[0176]

[0177] Wherein, V5 is the fourth operating speed, V0 is the first operating speed, S1 is the first distance difference, a is the first operating acceleration, and L1 is the length of the rail vehicle itself.

[0178] The third meeting time is determined based on the fourth operating speed, the first operating speed, the length of the rail vehicle itself, the first distance difference, and the ninth preset relationship.

[0179] The ninth preset relation is:

[0180]

[0181] Where t5 is the third meeting time corresponding to the fixed distance segment.

[0182] When the target distance segment is the distance segment representing the movement of a waiting vehicle in motion, the third meeting time is determined based on the determined first distance difference, the relative speed, the length of the rail vehicle itself, and the tenth preset relationship.

[0183] The tenth preset relation is:

[0184]

[0185] Wherein, t6 is the third encounter time corresponding to the movement distance segment, V3 is the relative movement speed, S1 is the first distance difference, and L1 is the length of the rail vehicle itself.

[0186] When the pressure wave protection device is activated when the rear of the vehicle meets the first end, ventilation is ensured. However, since the front of the vehicle will still pass the second end of the target distance segment, the pressure wave protection device still needs to be closed in advance. That is, the third distance difference between the front of the vehicle and the second end is determined at the second current moment (the second current moment is a moment after the rear of the vehicle meets the first end). Based on the third distance difference and the fourth preset time prediction strategy, the fourth meeting time is determined. Then, based on the fourth meeting time and the preset action time, the pressure wave protection device is controlled to close so that the pressure wave protection device is in the closed state when the front of the vehicle meets the second end.

[0187] The steps for determining the fourth meeting time are discussed in detail below, depending on the specific circumstances:

[0188] When the target distance segment is a fixed distance segment representing a variable cross section;

[0189] Before determining the fourth meeting time based on the third distance difference and the fourth preset time prediction strategy, the following steps are also included:

[0190] Determine the fifth operating speed and the second operating acceleration of the rail vehicle at the second current moment;

[0191] The fourth meeting time is determined based on the third distance difference and the fourth preset time prediction strategy, including:

[0192] The sixth operating speed is determined based on the eleventh preset relationship, the third distance difference, the fifth operating speed, and the second operating acceleration, wherein the sixth operating speed represents the speed reached when the front of the vehicle meets the second end;

[0193] The eleventh preset relation is:

[0194]

[0195] Wherein, V1′ is the sixth operating speed, V0′ is the fifth operating speed, S1′ is the third distance difference, and a′ is the second operating acceleration;

[0196] Based on the twelfth preset relationship, the sixth running speed, the third distance difference, and the fifth running speed, the fourth meeting time is determined;

[0197] The twelfth preset relation is:

[0198]

[0199] Where t1′ is the first encounter time corresponding to the fixed distance segment.

[0200] When the target distance segment is a distance segment representing the movement of vehicles waiting to pass in motion;

[0201] Before determining the third distance difference between the front and the second end of the train at the second current moment, the following is also included:

[0202] Determine the fourth distance difference between the front of the vehicle and the second end at the second historical moment, where the second historical moment is less than the second current moment and is a moment after the rear of the vehicle meets the first end;

[0203] The fourth meeting time is determined based on the third distance difference and the fourth preset time prediction strategy, including:

[0204] Based on the thirteenth preset relation, the third distance difference, the fourth distance difference, the second historical moment, and the second current moment, the second relative motion speed is determined;

[0205] The thirteenth preset relation is:

[0206]

[0207] Wherein, V3′ is the second relative velocity, S1′ is the third distance difference, S2′ is the fourth distance difference; T1′ is the second current time, and T2′ is the second historical time;

[0208] Based on the fourteenth preset relationship, the third distance difference, and the second relative motion speed, the fourth meeting time is determined;

[0209] The fourteenth preset relation is:

[0210]

[0211] Where t2′ is the fourth encounter time corresponding to the movement distance segment.

[0212] Ultimately, based on the fourth encounter time and the preset action time, the pressure wave protection device can be controlled to close in advance, so that the pressure wave protection device is in the closed state when the front of the vehicle meets the second end. More specifically, as an example, assuming the fourth encounter time is 50 seconds and the preset action time is 20 seconds, the pressure wave protection device can be controlled to close after another 30 seconds. Of course, considering the corresponding issuance time of the command, a certain time tolerance value can be set, such as 3 seconds. Thus, the above example can be optimized to control the pressure wave protection device to close after another 27 seconds. No special limitation is made here, and it can be determined according to the actual needs.

[0213] It is understandable that, after determining that the length of the target distance segment is greater than the length of the rail vehicle itself, the following may also be included:

[0214] If the distance difference between the length of the target distance segment and the length of the rail vehicle itself is greater than a preset length difference, then proceed to the step of determining the third encounter time based on the first distance difference, the length of the rail vehicle itself, and a third preset time prediction strategy. If not, it indicates that the length of the target distance segment is insufficient to withstand the pressure wave protection device from opening to closing, so proceed to the step of determining the second encounter time based on the length of the target distance segment, the length of the rail vehicle itself, the first distance difference, and a second preset time prediction strategy. The preset length difference can be set according to actual needs.

[0215] As can be seen, by setting the above execution logic, taking into account the length of the rail vehicle body and the length of the target distance segment, a pre-closing execution logic is provided to reliably and accurately ensure that the pressure wave protection device is in the closed state when the front of the car meets the second end when the length of the target distance segment is greater than the length of the rail vehicle body itself. This is beneficial for practical application and operation.

[0216] As a preferred embodiment, it also includes:

[0217] The fifth meeting time is determined based on the third distance difference, the length of the rail vehicle itself, and the fifth preset time prediction strategy. The fifth meeting time represents the total time required from the second current moment until the tail of the vehicle meets the second end.

[0218] The pressure wave protection device, based on the fifth encounter time, activates when the rear of the vehicle encounters the second end.

[0219] In this embodiment, the control logic for activating the pressure wave protection device when the rear of the vehicle encounters the second end is further provided. As a specific illustration, a series of specific execution logics in this case are given:

[0220] The fifth encounter time is determined based on the third distance difference, the length of the rail vehicle itself, and the fifth preset time prediction strategy, including:

[0221] When the target distance segment is a fixed distance segment representing a variable cross section, the seventh operating speed is determined based on the determined fifth operating speed, the second operating acceleration, the length of the rail vehicle itself, the third distance difference, and the fifteenth preset relationship.

[0222] The fifteenth preset relation is:

[0223]

[0224] Wherein, V7′ is the seventh operating speed, V0′ is the fifth operating speed, S1′ is the third distance difference, a′ is the second operating acceleration, and L1 is the length of the rail vehicle itself;

[0225] The fifth encounter time is determined based on the seventh operating speed, the fifth operating speed, the length of the rail vehicle itself, the third distance difference, and the sixteenth preset relationship.

[0226] The sixteenth preset relation is:

[0227]

[0228] Where t3′ is the fifth encounter time corresponding to the fixed distance segment.

[0229] When the target distance segment is the distance segment representing the movement of a waiting vehicle in motion, the fifth meeting time is determined based on the determined fourth distance difference, the second relative speed, the length of the rail vehicle itself, and the seventeenth preset relationship.

[0230] The seventeenth preset relation is:

[0231]

[0232] Wherein, t4′ is the fifth encounter time corresponding to the movement distance segment, V3′ is the second relative speed, S1′ is the third distance difference, and L1 is the length of the rail vehicle itself.

[0233] It is evident that the above-mentioned execution logic ensures that the pressure wave protection device activates when the rear of the vehicle encounters the second end, which is beneficial for practical application and operation.

[0234] Please refer to Figure 4 , Figure 4 This is a schematic diagram of a gas density control system provided by the present invention.

[0235] The gas density control system includes:

[0236] The first judgment unit 71 is used to determine, based on a preset image acquisition and processing strategy, whether there is a target distance segment and whether the first end of the target distance segment and the front of the rail vehicle are in a state of waiting to meet; if so, the first determination unit 72 is triggered.

[0237] The first determining unit 72 is used to determine the first distance difference between the front of the vehicle and the first end at the first current moment;

[0238] The second determining unit 73 is used to determine the first meeting time based on the first distance difference and the first preset time prediction strategy, wherein the first meeting time represents the time required from the first current moment until the front of the vehicle meets the first end;

[0239] The pressure wave protection device control unit 74 is used to control the pressure wave protection device to close based on the first encounter time and the preset action time of the pressure wave protection device, so that the pressure wave protection device is in the closed state when the front of the vehicle meets the first end.

[0240] For a description of the gas density control system provided in this invention, please refer to the embodiments of the gas density control method described above; further details will not be repeated here.

[0241] As a preferred embodiment, when the target distance segment is a fixed distance segment characterizing a variable cross-section;

[0242] The gas density control system further includes:

[0243] The third determining unit is used to determine the first operating speed and the first operating acceleration of the rail vehicle at the first current moment before the second determining unit 73.

[0244] The second determining unit 73 includes:

[0245] The second running speed determination unit is used to determine a second running speed based on a first preset relationship, the first distance difference, the first running speed and the first running acceleration, wherein the second running speed represents the speed reached when the front of the vehicle meets the first end;

[0246] The first preset relation is:

[0247]

[0248] Wherein, V1 is the second running speed, V0 is the first running speed, S1 is the first distance difference, and a is the first running acceleration;

[0249] The fourth determining unit is used to determine the first meeting time based on the second preset relationship, the second running speed, the first distance difference, and the first running speed;

[0250] The second preset relation is:

[0251]

[0252] Where t1 is the first meeting time.

[0253] In a preferred embodiment, the gas density control system further includes:

[0254] The second distance difference determination unit is used to determine the second distance difference between the front of the vehicle and the first end at a historical time before the first determination unit 72.

[0255] The second determining unit 73 includes:

[0256] The relative motion speed determination unit is used to determine the relative motion speed based on the third preset relationship, the second distance difference, the first distance difference, the historical time, and the first current time.

[0257] The third preset relation is:

[0258]

[0259] Wherein, V3 is the relative velocity, S2 is the second distance difference, S1 is the first distance difference; T2 is the historical time, and T1 is the first current time;

[0260] The fifth determining unit is used to determine the first meeting time based on the fourth preset relationship, the first distance difference, and the relative motion speed;

[0261] The fourth preset relation is:

[0262]

[0263] Where t2 is the first meeting time.

[0264] In a preferred embodiment, a first image acquisition module is provided in the first preset head region of the rail vehicle;

[0265] The first judgment unit 71 specifically includes:

[0266] The first acquisition unit is used to acquire the first image acquired by the first image acquisition module;

[0267] The second judgment unit is used to perform feature extraction based on the first image and a preset image recognition model, and to determine whether one of the first condition or the second condition is met; the first condition is that there is a target distance segment and the target distance segment is in the current running direction of the rail vehicle, and the second condition is that there is the target distance segment and the target distance segment is moving towards the rail vehicle; if so, the sixth determination unit is triggered.

[0268] The sixth determining unit is used to determine that the target distance segment exists and that the front of the rail vehicle and the first end of the target distance segment are in a state of waiting to meet.

[0269] In a preferred embodiment, a second image acquisition module is provided in the first preset rear area of ​​the rail vehicle;

[0270] The gas density control system further includes:

[0271] The second acquisition unit is used to acquire the second image acquired by the second image acquisition module;

[0272] The third judgment unit is used to extract features based on the second image and a preset image recognition model, and to determine whether the rear of the rail vehicle meets the second end of the target distance segment; if so, the first activation control unit is triggered.

[0273] The first activation control unit is used to control the activation of the pressure wave protection device.

[0274] In a preferred embodiment, the gas density control system further includes:

[0275] The third acquisition unit is used to acquire the length of the target distance segment;

[0276] The fourth determination unit is used to determine whether the length of the target distance segment is greater than the length of the rail vehicle itself; if yes, the seventh determination unit is triggered; if no, the eighth determination unit is triggered.

[0277] The eighth determining unit is used to determine the second meeting time based on the length of the target distance segment, the length of the rail vehicle itself, the first distance difference, and the second preset time prediction strategy; wherein, the second meeting time represents the total time required from the first current moment until the tail of the rail vehicle meets the second end of the target distance segment;

[0278] The second activation control unit is used to control the pressure wave protection device to activate when the rear of the vehicle meets the second end based on the second encounter time.

[0279] The seventh determining unit is used to determine the third meeting time based on the first distance difference, the length of the rail vehicle itself and the third preset time prediction strategy. The third meeting time represents the total time required from the first current moment until the tail of the vehicle meets the first end.

[0280] The third activation control unit is used to control the pressure wave protection device to activate when the rear of the vehicle meets the first end based on the third encounter time.

[0281] The eighth determining unit is used to determine the third distance difference between the front of the vehicle and the second end at the second current time.

[0282] The ninth determining unit is used to determine the fourth meeting time based on the third distance difference and the fourth preset time prediction strategy, wherein the fourth meeting time represents the total time required from the second current moment until the front of the vehicle meets the second end;

[0283] The control unit is used to control the pressure wave protection device to close based on the fourth encounter time and the preset action time, so that the pressure wave protection device is in a closed state when the front of the vehicle meets the second end.

[0284] In a preferred embodiment, the gas density control system further includes:

[0285] The tenth determining unit is used to determine the fifth meeting time based on the third distance difference, the length of the rail vehicle itself, and the fifth preset time prediction strategy. The fifth meeting time represents the total time required from the second current moment until the tail of the vehicle meets the second end.

[0286] The fourth activation control unit is used to control the pressure wave protection device to activate when the rear of the vehicle meets the second end based on the fifth encounter time.

[0287] The present invention also provides a rail vehicle, comprising:

[0288] Pressure wave protection device;

[0289] Memory, used to store computer programs;

[0290] The processor, connected to the memory and the pressure wave protection device respectively, is used to implement the steps of the air density control method described above when executing a computer program.

[0291] For an introduction to the rail vehicle provided in this invention, please refer to the embodiments of the above-described air density control method; further details will not be repeated here.

[0292] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. Relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0293] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can implement the described functions using different methods for each specific application, but such implementation should not be considered beyond the scope of the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling gas density, characterized in that, Applied to rail vehicles, the rail vehicles including a pressure wave protection device, the air density control method includes: Based on a preset image acquisition and processing strategy, it is determined whether there is a target distance segment and whether the first end of the target distance segment is in a state of imminent encounter with the front of the rail vehicle; If so, determine the first distance difference between the front of the vehicle and the first end at the first current moment; The first meeting time is determined based on the first distance difference and the first preset time prediction strategy, wherein the first meeting time represents the total time required from the first current moment until the front of the vehicle meets the first end; Based on the first encounter time and the preset action time of the pressure wave protection device, the pressure wave protection device is controlled to close, so that the pressure wave protection device is in the closed state when the front of the vehicle meets the first end; When the target distance segment is a distance segment representing the movement of vehicles waiting to pass in motion; Before determining the first distance difference between the front of the vehicle and the first end at the first current moment, the method further includes: Determine the second distance difference between the train head and the first end at a historical moment, wherein the historical moment is a moment after it is determined that there is a target distance segment and the first end of the target distance segment and the train head of the rail vehicle are in a state of waiting to meet, and the first current moment is greater than the historical moment; Determining the first meeting time based on the first distance difference and the first preset time prediction strategy includes: The relative motion speed is determined based on the third preset relationship, the second distance difference, the first distance difference, the historical time, and the first current time. The third preset relation is: ； in, The relative velocity is... This is the second distance difference. This is the first distance difference; For the historical moment mentioned, This refers to the first current moment; The first meeting time is determined based on the fourth preset relationship, the first distance difference, and the relative motion speed; The fourth preset relation is: ； in, This refers to the time of the first encounter; The first preset head region of the rail vehicle is equipped with a first image acquisition module. Based on a preset image acquisition and processing strategy, determining whether a target distance segment exists and whether the first end of the target distance segment is in a state of impending encounter with the front of the rail vehicle includes: Obtain the first image captured by the first image acquisition module; Based on the first image and a preset image recognition model, feature extraction is performed to determine whether one of the first or second conditions is met; the first condition is that there is a target distance segment and the target distance segment is in the current running direction of the rail vehicle, and the second condition is that there is the target distance segment and the target distance segment is moving towards the rail vehicle; If so, it is determined that the target distance segment exists and the front of the rail vehicle is in a state of waiting to meet the first end of the target distance segment; The first preset rear region of the rail vehicle is equipped with a second image acquisition module; the method further includes: Acquire the second image captured by the second image acquisition module; Based on the second image and the preset image recognition model, feature extraction is performed to determine whether the tail of the rail vehicle meets the second end of the target distance segment; If so, activate the pressure wave protection device.

2. The gas density control method as described in claim 1, characterized in that, When the target distance segment is a fixed distance segment representing a variable cross section; Before determining the first meeting time based on the first distance difference and the first preset time prediction strategy, the method further includes: Determine the first operating speed and first operating acceleration of the rail vehicle at the first current moment; Determining the first meeting time based on the first distance difference and the first preset time prediction strategy includes: The second running speed is determined based on the first preset relationship, the first distance difference, the first running speed, and the first running acceleration, wherein the second running speed represents the speed reached when the front of the vehicle meets the first end; The first preset relation is: ； in, For the second operating speed, For the first operating speed, This is the first distance difference. This is the first running acceleration; The first meeting time is determined based on the second preset relationship, the second running speed, the first distance difference, and the first running speed. The second preset relation is: ； in, This is the time of the first encounter.

3. The gas density control method according to any one of claims 1 to 2, characterized in that, Also includes: Obtain the length of the target distance segment; Determine whether the length of the target distance segment is greater than the length of the rail vehicle itself; If not, the second meeting time is determined based on the length of the target distance segment, the length of the rail vehicle itself, the first distance difference, and the second preset time prediction strategy; wherein, the second meeting time represents the total time required from the first current moment until the tail of the rail vehicle meets the second end of the target distance segment; The pressure wave protection device is activated based on the second encounter time when the rear of the vehicle encounters the second end.

4. The gas density control method as described in claim 3, characterized in that, When determining that the length of the target distance segment is greater than the length of the rail vehicle itself, the following is included: The third meeting time is determined based on the first distance difference, the length of the rail vehicle itself, and the third preset time prediction strategy. The third meeting time represents the total time required from the first current moment until the tail of the vehicle meets the first end. The pressure wave protection device is activated based on the third encounter time when the rear of the vehicle meets the first end. Determine the third distance difference between the front of the vehicle and the second end at the second current time. The fourth meeting time is determined based on the third distance difference and the fourth preset time prediction strategy, wherein the fourth meeting time represents the total time required from the second current moment until the front of the vehicle meets the second end; The pressure wave protection device is controlled to close based on the fourth encounter time and the preset action time, so that the pressure wave protection device is in a closed state when the front of the vehicle meets the second end.

5. The gas density control method as described in claim 4, characterized in that, Also includes: The fifth meeting time is determined based on the third distance difference, the length of the rail vehicle itself, and the fifth preset time prediction strategy. The fifth meeting time represents the total time required from the second current moment until the tail of the vehicle meets the second end. The pressure wave protection device is activated based on the fifth encounter time when the rear of the vehicle encounters the second end.

6. A gas density control system, characterized in that, include: The first judgment unit is used to determine, based on a preset image acquisition and processing strategy, whether there is a target distance segment and whether the first end of the target distance segment is in a state of imminent encounter with the front of the rail vehicle; if so, the first determination unit is triggered. The first determining unit is used to determine a first distance difference between the front of the vehicle and the first end at the first current time. The second determining unit is used to determine the first meeting time based on the first distance difference and the first preset time prediction strategy, wherein the first meeting time represents the total time required from the first current moment until the front of the vehicle meets the first end; The pressure wave protection device control unit is used to control the pressure wave protection device to close based on the first encounter time and the preset action time of the pressure wave protection device, so that the pressure wave protection device is in a closed state when the front of the vehicle meets the first end; When the target distance segment represents the distance segment of a waiting vehicle in motion; the air density control system further includes: The second distance difference determination unit is used to determine the second distance difference between the train head and the first end at a historical time before the second determination unit. The historical time is a time after it is determined that there is a target distance segment and the first end of the target distance segment and the train head of the rail vehicle are in a state of waiting to meet. The first current time is greater than the historical time. The second determining unit includes: The relative motion speed determination unit is used to determine the relative motion speed based on a third preset relationship, the second distance difference, the first distance difference, the historical time, and the first current time. The third preset relation is: ； in, The relative velocity is... This is the second distance difference. This is the first distance difference; For the historical moment mentioned, This refers to the first current moment; The fifth determining unit is used to determine the first meeting time based on the fourth preset relationship, the first distance difference, and the relative motion speed; The fourth preset relation is: ； in, This refers to the time of the first encounter; The first preset head region of the rail vehicle is equipped with a first image acquisition module. The first judgment unit specifically includes: The first acquisition unit is used to acquire the first image acquired by the first image acquisition module; The second judgment unit is used to perform feature extraction based on the first image and a preset image recognition model, and to determine whether one of the first condition or the second condition is met; the first condition is that there is a target distance segment and the target distance segment is in the current running direction of the rail vehicle, and the second condition is that there is the target distance segment and the target distance segment is moving towards the rail vehicle; if so, the sixth determination unit is triggered. The sixth determining unit is used to determine that the target distance segment exists and that the front of the rail vehicle and the first end of the target distance segment are in a state of waiting to meet. The first preset rear area of ​​the rail vehicle is equipped with a second image acquisition module; the air density control system further includes: The second acquisition unit is used to acquire the second image acquired by the second image acquisition module; The third judgment unit is used to extract features based on the second image and a preset image recognition model, and to determine whether the rear of the rail vehicle meets the second end of the target distance segment; if so, the first activation control unit is triggered. The first activation control unit is used to control the activation of the pressure wave protection device.

7. A rail vehicle, characterized in that, include: Pressure wave protection device; Memory, used to store computer programs; The processor, connected to the memory and the pressure wave protection device respectively, is used to implement the steps of the air density control method as described in any one of claims 1 to 5 when executing the computer program.

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