A control method and device of a track monitoring device and a track monitoring system

Abstract

The application provides a track monitoring device control method, device and system, and relates to the field of track monitoring. The track monitoring device control method provided by the application can set a first device at the upstream of a target monitoring area and collect first monitoring data of a corresponding first monitoring area through the first device. When a train enters the first monitoring area, the first monitoring data containing train characteristics can be collected. Based on the first monitoring data containing train characteristics, the control method can identify the train running towards the target monitoring area before the train enters the target monitoring area of the track monitoring device and turn off the track monitoring device. Thus, the track monitoring device control method provided by the application can timely turn off the track monitoring device to avoid the influence of the track monitoring device on the train. In addition, the control method can also restart the track monitoring device after the train leaves the target monitoring area, so that the track monitoring device quickly returns to the working state.

Description

Technical Field

[0001] This application relates to the field of track monitoring, specifically to a control method, device, and track monitoring system for track monitoring equipment. Background Technology

[0002] To ensure the normal operation of railways, railway tracks are often equipped with corresponding track monitoring equipment. This equipment is used to monitor the geometric parameters of the track (such as gauge, level, alignment, elevation, and torsion) during track laying, fine-tuning, and maintenance.

[0003] To obtain the geometric parameters of the track, track monitoring equipment is often installed along the track and facing it. Because of this setup, when vehicles running on the track pass over the track monitoring equipment, there is a risk that the equipment may interfere with their operation. Therefore, how to avoid the impact of track monitoring equipment on trains is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] In view of this, embodiments of this application provide a control method, device, and track monitoring system for track monitoring equipment. The control method for track monitoring equipment provided in this application can shut down the track monitoring equipment when a train passes by, thereby avoiding the impact of the track monitoring equipment on the train.

[0005] Firstly, this application provides a control method for a track monitoring device. The track monitoring device is used to acquire at least one type of sensor data within a target monitoring area. The control method includes: collecting first monitoring data of a first monitoring area via a first device, wherein the first monitoring area is located upstream of the target monitoring area along a target direction; determining, based on the first monitoring data, whether a train traveling along the target direction exists in the first monitoring area; if so, shutting down the track monitoring device, which can maintain the closed state of the track monitoring device when a train travels to the target monitoring area, wherein when the track monitoring device is in the activated state, there is a risk of affecting the operation of trains within the target monitoring area; and activating the track monitoring device in response to the track monitoring device being in the closed state and the train leaving the target monitoring area.

[0006] Optionally, the first monitoring data includes a sequence of monitoring image frames. Determining whether a train traveling along the target direction exists in the first monitoring area based on the first monitoring data includes: performing train target recognition on target image frames in the monitoring image frame sequence, and determining whether a train identification box is identified in the target image frame. If so, performing train target recognition on the target monitoring image frame sequence in the monitoring image frame sequence, and determining the train identification box for each image frame in the target monitoring image frame sequence, wherein the target monitoring image frame sequence includes target image frames. When the train identification box moves along the target direction in the target monitoring image frame sequence, it is determined that the train is traveling along the target direction.

[0007] Optionally, determining whether a train traveling in the target direction exists in the first monitoring area based on the first monitoring data includes: determining whether the ambient light intensity of the first monitoring area meets the target recognition conditions. If yes, then determining whether a train traveling in the target direction exists in the first monitoring area based on the image content information of the first monitoring data. If no, then determining whether a train traveling in the target direction exists in the first monitoring area based on the image brightness information of the first monitoring data.

[0008] Optionally, determining whether a train traveling in the target direction exists in the first monitoring area based on the image brightness information of the first monitoring data includes: determining whether the image brightness information in the first monitoring data brightens along the target direction. If so, it is determined that a train traveling in the target direction exists in the first monitoring area.

[0009] Optionally, the first monitoring data of the first monitoring area is collected by the first device, including: in response to the warning trigger signal of the warning device, controlling the first device to continuously collect the first monitoring data of the first monitoring area, wherein the warning device is configured as a non-visual sensor located upstream of the first device along the target direction, for generating a warning trigger signal when the train passes the warning device.

[0010] Optionally, the control method further includes: in response to the track monitoring equipment being in a closed state, collecting second monitoring data of a second monitoring area via a second device, wherein the second monitoring area is located downstream of the target monitoring area along the target direction. Based on the second monitoring data, determining whether a train traveling along the target direction exists in the second monitoring area. If so, determining that the train has left the target monitoring area.

[0011] Optionally, the target monitoring area includes a first track and a second track, wherein the train travel directions on the first track and the second track are opposite. A first monitoring device is installed upstream of the track monitoring device on the first track, and a second monitoring device is installed upstream of the track monitoring device on the second track. When the train travels along the first track, the target direction is configured as the train travel direction of the first track, and the first device is configured as the first monitoring device, and the second device is configured as the second monitoring device. When the train travels along the second track, the target direction is configured as the train travel direction of the second track, and the first device is configured as the second monitoring device, and the second device is configured as the first monitoring device.

[0012] Optionally, shutting down the track monitoring equipment includes: adjusting the track monitoring equipment to a target orientation, wherein the target orientation is the orientation within the range of orientation changes of the track monitoring equipment where the wind pressure generated by train movement meets the pressure requirements. In response to the track monitoring equipment being in the target orientation, the track monitoring equipment is shut down.

[0013] Secondly, this application provides a track monitoring system, comprising: track monitoring equipment for acquiring at least one sensor data within a target monitoring area; a first device for collecting first monitoring data of a first monitoring area, wherein the first monitoring area is located upstream of the target monitoring area along a target direction; and a controller for controlling the track monitoring equipment to execute the train control method described above.

[0014] Thirdly, this application provides a control device for a track monitoring device. The track monitoring device is used to acquire at least one type of sensor data within a target monitoring area. The control device includes: a data acquisition module, a monitoring module, a shutdown module, and an activation module. The data acquisition module is used to acquire first monitoring data of a first monitoring area via a first device, wherein the first monitoring area is located upstream of the target monitoring area along the target direction. The monitoring module is used to determine whether a train traveling along the target direction exists in the first monitoring area based on the first monitoring data. The shutdown module is used to shut down the track monitoring device when a train traveling along the target direction exists in the first monitoring area, so as to maintain the shutdown state of the track monitoring device when the train travels to the target monitoring area. When the track monitoring device is in the activated state, it affects the operation of trains within the target monitoring area. The activation module is used to activate the track monitoring device in response to the track monitoring device being in the shutdown state and the train leaving the target monitoring area.

[0015] This application provides a control method, apparatus, and track monitoring system for track monitoring equipment. The control method for track monitoring equipment provided in this application involves setting up a first device upstream of a target monitoring area and collecting first monitoring data for the corresponding first monitoring area. This first device can collect first monitoring data containing train characteristics when a train enters the first monitoring area. Based on the first monitoring data containing train characteristics, this control method can identify a train traveling towards the target monitoring area before it enters the target monitoring area and shut down the track control equipment. Therefore, the control method for track monitoring equipment provided in this application can promptly shut down the track monitoring equipment to avoid any interference between the track monitoring equipment and the train. Furthermore, this control method can also restart the track monitoring equipment after the train leaves the target monitoring area, allowing the track monitoring equipment to quickly return to its working state. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, 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 the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram illustrating an application scenario of a track monitoring system provided in some embodiments of this application.

[0018] Figure 2 This is a control flowchart of a track monitoring device provided in some embodiments of this application.

[0019] Figure 3 This is a control flowchart for selecting different application scenario recognition algorithms, provided in some embodiments of this application.

[0020] Figure 4 This is a control flowchart of a train leaving a target monitoring area provided in some embodiments of this application.

[0021] Figure 5 This is a schematic diagram of a track monitoring system provided in some embodiments of this application.

[0022] Figure 6 This application provides a control device for a track monitoring equipment in some embodiments.

[0023] Among them, 100 is the track monitoring system; 110 is the target monitoring area; 120 is the first monitoring area; 130 is the second monitoring area; 210 is the track; 220 is the train; 211 is the first track; 212 is the second track; 600 is the control device of the track monitoring equipment; 610 is the acquisition module; 620 is the monitoring module; 630 is the shutdown module; and 640 is the opening module. Detailed Implementation

[0024] 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 a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0025] Application Overview:

[0026] In practical applications, the impact of the aforementioned track monitoring equipment on trains often stems from the built-in feedback beam detection device. This device typically emits a beam towards the object being monitored and detects information based on the signal reflected back from the interface. However, with the widespread adoption of various automated sensors in trains, the beam emitted by this feedback beam detection device may affect the train's normal functions by influencing its sensors when it reaches the train.

[0027] Specifically, an automated total station is a commonly used track monitoring device. Automated total stations are often equipped with infrared ranging devices. In practical applications, the automated total station can use the infrared ranging device to measure the distance between the track and the station, thereby determining the track's attitude information.

[0028] However, in practical applications, infrared ranging devices emit a visible red light beam along with the infrared beam during measurement, thus forming a red light spot on the surface of the object being measured. Considering that automated total stations are generally positioned facing the track, when a train passes through the monitoring area of ​​the automated total station, the train traveling on the track will be illuminated by the infrared ranging device, forming a red light spot on the train. With the widespread adoption of various automated sensors on trains, the train safety monitoring system, upon detecting the red light spot, may misinterpret it as a red light signal, thus causing the train to stop in response to the red light signal.

[0029] In addition to the aforementioned infrared ranging devices, automated total stations may also be equipped with other devices / sensors that affect train movement. For example, with the development of automated total stations, they may also include distance-measuring lidar. Lidar is prone to damaging image sensors (such as cameras) during use. Therefore, if a train is equipped with an external camera and passes through the monitoring area of ​​an automated total station, the external camera on the train may be damaged by the illumination from the automated total station.

[0030] It should be noted that the aforementioned impact of automated total stations on trains is often triggered accidentally in practice, presenting as a low-probability, accidental event. Specifically, equipment installed on the tracks usually needs to be tested before actual deployment to ensure it will not affect the tracks / trains. Correspondingly, total stations can often pass relevant tests, but under special circumstances, the aforementioned impact may occur, meaning that total stations pose a risk of affecting trains. Furthermore, this special situation is often outside the test cases, and if it is actually triggered, the cause of the accident may be difficult to detect.

[0031] Therefore, to ensure the normal operation of trains, the track monitoring equipment can be turned off when the train passes through the monitoring area of ​​track monitoring equipment such as automated total stations.

[0032] In related technologies, automated total stations can be turned on and off based on a fixed work schedule. This fixed work schedule is generally constructed based on train timetables to ensure that the activation time of the automated total station is staggered from the time when trains pass by the automated total station.

[0033] However, in practical applications, the actual operating conditions of trains are often constantly changing, especially in complex scenarios (such as train delays, trains passing each other, etc.), making it difficult to adjust the current train timetable accordingly. Automated total stations based on fixed working hours are difficult to adapt to this situation, and may therefore remain active when trains pass by, affecting the normal operation of the trains.

[0034] To address the aforementioned issues, the control method for track monitoring equipment provided in this application involves setting up a first device upstream of the target monitoring area and collecting first monitoring data for the corresponding first monitoring area. This first device can collect first monitoring data containing train characteristics when a train enters the first monitoring area. Based on this first monitoring data containing train characteristics, the control method can identify a train traveling towards the target monitoring area before it enters the target monitoring area and shut down the track control equipment. Therefore, the control method for track monitoring equipment provided in this application can promptly shut down the track monitoring equipment to avoid any interference between the track monitoring equipment and the train. Furthermore, this control method can also restart the track monitoring equipment after the train leaves the target monitoring area, allowing the track monitoring equipment to quickly return to its operational state.

[0035] To further illustrate the track monitoring system provided in this application, this application also provides a schematic diagram of an application scenario for the track monitoring system. Figure 1 ).

[0036] like Figure 1 As shown, the track monitoring system 100 provided in this application can be set up based on the corresponding track 210. That is, the target monitoring area 110 of the track monitoring equipment in the track monitoring system 100 is formed on the track 210, thereby collecting corresponding sensor data to sense changes in the shape of the track.

[0037] Based on this setup, train 220 traveling on track 210 can pass through target monitoring area 110. To prevent track monitoring equipment from affecting train 220, the relevant control equipment (hereinafter referred to as controller) of track monitoring system 100 can shut down the track monitoring equipment before train 220 enters target monitoring area 110.

[0038] To achieve the aforementioned closing process, the track monitoring system 100 provided in this application may further include a first device positioned upstream of the target monitoring area 110 along the target direction. That is, for a train (such as train 220) traveling along the target direction, the train will first pass through the first monitoring area 120 formed by the first device, and then pass through the target monitoring area 110 formed by the track monitoring device.

[0039] Therefore, based on the aforementioned settings, the controller can identify the presence of a train 220 traveling toward the target monitoring area 110 before the train 220 enters the target monitoring area 110 through the first device, thereby shutting down the track monitoring equipment.

[0040] Based on the aforementioned impact of track monitoring equipment on trains, the track monitoring equipment in this application may specifically refer to equipment that affects the normal operation of trains. For example, the track monitoring equipment in this application may refer to the equipment in an automated total station that affects train operation. Exemplarily, track monitoring equipment may be an infrared ranging device, lidar, etc.

[0041] It should be noted that, in practical applications, the control method of the track monitoring equipment provided in this application can be understood as the control of some equipment related to the train. Other equipment that does not affect the train's operation can be adjusted according to actual needs (for example, the image sensor for monitoring the train's operation can always be turned on).

[0042] The target monitoring area 110 can refer to the monitoring range of the track monitoring equipment, that is, the track monitoring equipment can collect track-related sensor data within the target monitoring area.

[0043] It should be noted that the target monitoring area 110 is only used to illustrate the range of influence of the track monitoring equipment on the train. That is, if the track monitoring equipment is in the on state, the train 220 will be affected when it enters the target monitoring area 110. Considering that the identification of the train's direction of travel in this application mainly relies on the first device located upstream, and does not require processing the target monitoring area 110, in practical applications, this application does not need to calibrate the target monitoring area 110. The first device can identify the train before it enters the target monitoring area 110. In addition, in practical applications, in order to fully monitor track data, the track monitoring equipment can often change its orientation. In this case, the range of the target monitoring area 110 will also change accordingly, but this change will not affect the control method provided by this application.

[0044] The first device can refer to a sensing device or a collection thereof capable of collecting train characteristic data. That is, when train 220 is within the first monitoring area of ​​the first device, the first monitoring data collected by the first device may contain train characteristic data, enabling the controller to determine the presence of train 220. For example, the first device can be a sound sensor. When train 220 passes through the first monitoring area 120 of the first device, the specific audio generated by the train 220 will be collected by the first device, allowing the controller to determine the presence of a train by identifying the train's spectral characteristics in the first monitoring data.

[0045] In practical applications, the direction of train travel on different tracks is often fixed. The characteristic data of the train appearing in the first monitoring data collected by the first device set on the corresponding track can determine the direction of train travel based on the specific track on which the train appears, thereby further determining whether the train will pass through the target monitoring area.

[0046] In some embodiments, considering that tracks are often arranged side-by-side, the sensing range of a single sensor often covers multiple tracks. Therefore, when the first device collects characteristic data about the train, the control machine may not be able to accurately identify the train's direction of travel by relying solely on this characteristic data indicating the train's presence. Thus, the first monitoring data collected by the aforementioned first device can also reflect the train's direction of travel (generally reflected through the temporal variation of the first monitoring data). For example, for the aforementioned audio features, the temporal variation of the audio components can reflect the train's direction of travel.

[0047] In some embodiments, to accurately sense the presence and direction of travel of a train, the first device can be an image sensor (such as a camera, infrared detector, etc.). The first monitoring data collected by the first device can be an image frame sequence. The controller can determine the presence and direction of travel of the train by whether the first monitoring data contains image features of the train and the changes in the image features.

[0048] The first monitoring area 120 can refer to the monitoring range formed by the first device. In order to identify the presence of the train before it enters the target monitoring area 110, the first monitoring area 120 needs to be set upstream of the target monitoring area 110 along the direction of train travel, so that the train 220 passes through the first monitoring area 120 before passing through the target monitoring area 110 during its journey.

[0049] In this application, the direction of train travel can be referred to as the target direction, and the aforementioned first device can be configured based on the target direction. That is, in this application, for a train traveling in a specific direction, a sensing device located upstream of the track monitoring device based on its direction of travel is configured as the first device, thereby forming the first monitoring area 120 upstream of the target monitoring area 110.

[0050] As mentioned above, considering that the control method for the track monitoring equipment provided in this application needs to identify the presence of the train before it enters the target monitoring area, in order to ensure accurate train identification, the control method needs to identify the train 220 and shut down the track monitoring equipment before the train 220 has traveled the distance between the first monitoring area 120 and the target monitoring area 110. Therefore, the distance between the first monitoring area 120 and the target monitoring area 110 can be set based on the train 220's speed and the control method's response time, so that the control method's response time is less than the train 220's travel time between the first monitoring area 120 and the target monitoring area 110, thereby ensuring that the control method can detect the train's presence before it enters the target monitoring area.

[0051] In practical applications, the distance between the first device and the track monitoring device is generally several hundred meters, and this distance can increase with the theoretical speed of the train. For example, for high-speed rail tracks, the distance between the first device and the track monitoring device can be 500 to 1000 meters (preferably 700 meters). For trains of other speeds (such as freight trains, city trains, and ordinary express trains), the distance between the first device and the track monitoring device can be adjusted according to actual needs, and is generally 300 to 700 meters.

[0052] Based on the control system of the aforementioned track monitoring equipment, when the train 220 travels on track 210, it will enter the first monitoring area 120 of the first equipment, where feature data will be collected and sensed by the controller. At this time, the controller will control the track monitoring equipment to shut down, so that when the train passes through the target monitoring area 110 of the track monitoring equipment, the track monitoring equipment will be in a closed state to avoid the track monitoring equipment from affecting the train 220, thereby ensuring the normal operation of the train.

[0053] The aforementioned control process can be executed by the controller of the track monitoring system. The controller of the track monitoring system can be understood as a collection of computing devices within the track monitoring system. For example, the controller can be characterized as a combination of a processor and a storage medium. The storage medium can store the program product / program instructions of the track monitoring equipment control method provided in this application, and the processor is used to load and execute the program product / program instructions of the aforementioned track monitoring equipment control method to implement the track monitoring equipment control method provided in this application.

[0054] Storage media can serve as a carrier of program products / program instructions, and can be specifically characterized as read-only memory, random access memory, disk, or optical disk, etc. The resources stored on the storage medium can include program products / program instructions for track monitoring equipment control methods, and the storage method of the storage medium can be temporary or permanent storage.

[0055] The processor can be a device for calling and executing program products / program instructions, and can be implemented in at least one of the following hardware forms: Digital Signal Processing (DSP), Field Programmable Gate Array (FPGA), and Programmable Logic Array (PLA).

[0056] The processor may also include a main processor and a coprocessor. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state. The coprocessor is a low-power processor used to process data in the standby state. The processor can be connected to the storage medium and other electrical control devices of the track monitoring equipment's control device. After the program product in the storage medium is loaded and executed by the processor, it can control other electrical control devices of the track monitoring equipment's control device to execute the track monitoring equipment control method provided in this application.

[0057] To further illustrate the execution process of the control method for track monitoring equipment by the aforementioned track monitoring system, the following will refer to the accompanying drawings. Figures 2-6 The following describes various non-limiting embodiments of this application.

[0058] Control method for exemplary track monitoring equipment:

[0059] To further describe the control method for the track monitoring equipment provided in this application, this application also provides an exemplary flowchart of the control method for the track monitoring equipment (…). Figure 2 ).

[0060] like Figure 2 As shown, process P200 can be executed by the controller of the aforementioned track monitoring system, and may specifically include the following steps:

[0061] S210. Collect the first monitoring data of the first monitoring area through the first device.

[0062] S220. Determine whether there is a train traveling in the target direction in the first monitoring area.

[0063] S230. If so, then shut down the track monitoring equipment.

[0064] S240. In response to the track monitoring equipment being in a closed state and the train leaving the target monitoring area, the track monitoring equipment is turned on.

[0065] In the aforementioned process P200, S220 is the judgment step in process P200, and S230 is the subsequent execution step when the judgment result of S220 is yes, that is, based on the first monitoring data, it is determined that there is a train traveling in the target direction in the first monitoring area, and the aforementioned S230 is executed.

[0066] In S210, the first monitoring data can refer to the sensor data collected by the first device. Based on the aforementioned requirements for the first device, the first monitoring data can reflect the presence and direction of travel of the train when it passes through the first monitoring area. Therefore, when executing the aforementioned S210, the first device must be in working condition when the train passes through the first monitoring area, so that the first monitoring data collected by the first device can reflect the presence and direction of travel of the train.

[0067] In some embodiments, the first device can remain in operation to ensure that when passing through the first monitoring area, the first device can collect first monitoring data containing train characteristics.

[0068] In some embodiments, considering that the train does not always pass through the first monitoring area, the aforementioned S210 can be configured as a triggered behavior. That is, the first device is activated to collect the first monitoring data only when the train is detected to be moving towards the first monitoring area, so that the first device can collect the first monitoring data containing the train's characteristics when the train passes through the first monitoring area.

[0069] In some embodiments, to achieve triggered activation of the first device, a warning device can be configured for the first device. The warning device can be positioned upstream of the first device along the target direction, thereby generating a warning trigger signal reflecting the presence of a train when the train passes the warning device. Thus, the controller can respond to the warning trigger signal from the warning device and execute the aforementioned S210, that is, control the first device to continuously collect the first monitoring data from the first monitoring area.

[0070] To avoid the processor needing to additionally process the signals collected by the early warning device, the early warning device can be configured with non-visual sensors capable of sensing train movement. The early warning device can be understood as a presence sensor that can detect the presence of a train, used to generate corresponding early warning trigger signals based on detected train characteristic data, thereby reducing the computational load on the controller. For example, the early warning device can include vibration sensors (generating early warning trigger signals by sensing train vibrations), passive infrared sensors (generating early warning trigger signals by sensing infrared radiation from the train), and infrared sensors (generating early warning trigger signals based on the train's blocking of infrared light), etc., all sensors capable of detecting the presence of a train.

[0071] Based on the early warning device, the aforementioned S210 can be configured as a triggered data acquisition process, so that the first device only acquires the first monitoring data of the first monitoring area when the early warning device detects a signal indicating that a train is passing, in order to perform a secondary confirmation of the presence of the train. Therefore, the first monitoring data processed in subsequent steps all include train characteristics, thus avoiding the waste of computational resources caused by processing first monitoring data that does not contain train characteristics in subsequent steps.

[0072] As mentioned above, in order to identify a train heading towards the target monitoring area before it enters the target monitoring area, the controller can make a two-step judgment on the first monitoring data containing train characteristics, determining whether the first monitoring data contains a train and whether the train is heading towards the target monitoring area, so as to achieve the aforementioned S220.

[0073] As mentioned above, the first device can be configured as an image sensor, and the aforementioned first monitoring data can be represented as a monitoring image. In order to sense the movement of the train, the first device can continuously collect data during the aforementioned S210, thereby presenting the first monitoring data as a sequence of monitoring image frames.

[0074] Therefore, in the aforementioned S220, the determination of whether a train exists in the first monitoring area can be performed based on the train's image features, and the identification of whether the train is traveling in the target direction can be performed based on the temporal changes of the train's image features.

[0075] In some embodiments, "determining the presence of a train based on its image features" can be achieved through a target recognition algorithm, i.e., train target recognition can be performed on target image frames in the monitored image frame sequence. Specifically, the controller can determine whether a train identification box is identified in the monitored image frame, and determine whether a train appears in the monitored image frame (i.e., the first monitoring area). Here, the train identification box refers to the result of target recognition of the train in the image, which is generally defined based on the position of the train in the image, and can be represented as a rectangular selection box covering the area where the train appears in the image.

[0076] In some embodiments, after the controller identifies a train identification frame containing a train in the first monitoring data, it can process consecutive monitoring image frames to determine the train's direction of travel based on changes in the train within the monitoring image frames. Image-based train direction recognition is generally based on a specific image feature of the train. For example, a specific structure of the train (such as a door) can be identified from a monitoring image frame, and the directional changes of that feature structure can be determined in subsequent images to ascertain the train's direction of travel.

[0077] In some embodiments, considering that the aforementioned S210 can acquire a sequence of monitoring image frames showing the entire process of the train entering the first monitoring area, the monitoring image frame sequence may include an image sequence showing the train beginning to enter the first monitoring area. In this image sequence, the front of the train gradually appears in the monitoring image frames and moves continuously along the direction of travel. Therefore, when monitoring the train's direction of travel, the aforementioned train identification frame can be reused, and by determining whether the train identification frame moves along the target direction in the monitoring image frame sequence, it can be determined whether the train is traveling in the target direction.

[0078] Based on the foregoing discussion, when executing S220, the controller can first perform train target recognition on the target image frame in the monitored image frame sequence to determine whether a train identification box is identified in the target image frame. If a train identification box is identified in the target image frame, the controller can then perform train target recognition on the target monitored image frame sequence in the monitored image frame sequence to determine the train identification box for each image frame in the target monitored image frame sequence. Finally, when the train identification box moves along the target direction in the target monitored image frame sequence, the controller can determine that the train is traveling along the target direction. Here, the target image frame can specifically refer to the image data currently acquired by the first device. When the target image frame contains train features, the target monitored image frame sequence can refer to the continuous monitored image frame sequence acquired after the target image frame.

[0079] As an example only, the aforementioned train target recognition can be achieved using a machine learning model. A machine learning model is a mathematical model that learns patterns and relationships in training data and uses this knowledge to make predictions or decisions about new data. Machine learning models in image data processing are generally Convolutional Neural Networks (CNNs). For example, the aforementioned train bounding box recognition can be based on a CNN (such as YOLO v10). YOLO v10 can be a real-time end-to-end object detection CNN. In the aforementioned target recognition process, the controller can input target image frames into the trained YOLO v10. YOLO v10 can then output the corresponding train bounding box and its confidence score. YOLO v10 can be trained based on training samples, where images containing trains in the training samples are labeled with train bounding boxes as training labels.

[0080] In the above description, step S230 identifies the presence and direction of the train based on the image content information of the first monitoring data. Considering that image data is easily affected by weather, in some cases, the controller may find it difficult to identify the train based on image content information. Therefore, in such scenarios, other train features can be used for train identification. For more information on using different monitoring methods in different scenarios, please refer to [link to relevant documentation]. Figure 3 The details and related descriptions will not be elaborated here.

[0081] After determining in S220 that a train is traveling towards the target monitoring area, the controller can shut down the track monitoring equipment before the train arrives at the target monitoring area and maintain the shut-off state of the track monitoring equipment while the train is in the target monitoring area, in order to avoid the track monitoring equipment affecting the train within the target monitoring area when it is in the activated state. That is, the shut-off action in S230 should be performed before the train arrives at the target monitoring area and maintained while the train is in the target monitoring area.

[0082] Considering the aforementioned description of the distance between the first device and the track monitoring device, the overall response time of the processor executing the aforementioned S210, S220, and S230 is less than the travel time of the train between the first device and the track monitoring device, thereby ensuring that the closing action in S230 can be completed before the train reaches the target monitoring area.

[0083] In practical applications, considering that trains often generate significant wind pressure at high speeds, the wind pressure can affect the safety of track monitoring equipment when a train passes over it. This is especially true in environments where track monitoring equipment is installed, such as tunnels or culverts, where high wind pressure is common. The wind pressure generated by passing trains can even cause the fixed structure of the track monitoring equipment to sway, increasing the risk of malfunction or detachment.

[0084] In some embodiments, considering the foregoing, when performing S230, the track monitoring equipment can be further adjusted to ensure that the track monitoring equipment is in an attitude less affected by wind pressure. That is, when performing S230, the track monitoring equipment can be first adjusted to the target orientation, and then, in response to the track monitoring equipment being in the target orientation, the track monitoring equipment can be turned off.

[0085] The aforementioned target orientation can be the orientation within the range of orientation variations of the track monitoring equipment that meets the pressure requirements due to wind pressure generated by train movement. For example, the target orientation can be one or more orientations within the range of orientation variations of the track monitoring equipment that withstand the least wind pressure.

[0086] In some embodiments, the target orientation can be pre-calibrated based on the wind pressure experienced by different orientations, thereby adjusting the track monitoring device to the corresponding orientation during the execution of S230. Furthermore, the target orientation may differ depending on the direction the vehicle travels; the controller can determine the target orientation corresponding to the target direction before adjusting the track monitoring device to the target orientation.

[0087] Therefore, the control process of track monitoring equipment based on target orientation can reduce the wind pressure on the track monitoring equipment when a train passes by, thereby avoiding the impact of the track monitoring equipment on the train, reducing the impact of the train on the track monitoring equipment, and increasing the theoretical service life of the track monitoring equipment.

[0088] In the aforementioned S240, the "off" state can be one of the two basic states of the track monitoring equipment. That is, the track monitoring equipment can include both an "on" state and an "off" state. When the track monitoring equipment is in the "on" state, it can collect sensor data from the target monitoring area. When the track monitoring equipment is in the "off" state, it cannot collect sensor data from the target monitoring area. Furthermore, the "off" and "on" states describe whether the track monitoring equipment can collect data, and in practical applications, they can be replaced with other names. For example, the "off" state can also be called the "logout" state, "dormant" state, etc. Similarly, the "on" state can also be called the "working" state, "data acquisition" state, etc.

[0089] To maintain the track monitoring equipment in a closed state when the train is traveling through the target monitoring area, the controller can restart the track monitoring equipment after the train leaves the target monitoring area. Specifically, when executing S240, the controller can predict / monitor the train leaving the target monitoring area while the track monitoring equipment is in a closed state, and then restart the track monitoring equipment after this occurs.

[0090] In some embodiments, the controller can predict the departure of the train from the target monitoring area based on existing data to determine the theoretical departure time, thereby executing the aforementioned S240 accordingly.

[0091] For example, the controller can estimate the train's speed and length based on the first monitoring data containing train characteristics collected by the first device, and then calculate the theoretical departure time of the train from the target monitoring area based on the data and the distance between the first device and the track monitoring device, thereby executing the aforementioned S240 accordingly.

[0092] For example, considering the impact of train wind pressure on track monitoring equipment, when the controller receives the sensing signal from the wind pressure-related sensor (such as a vibration sensor) installed in the track monitoring equipment, it can determine that the train is traveling within the target monitoring area, and after the corresponding sensing signal in the wind pressure-related sensor disappears, it can determine that the train has left the monitoring area, thereby executing the aforementioned S240.

[0093] In addition, the two methods mentioned above can be combined. The controller can first estimate the theoretical departure time of the train based on known data, then check whether the train is running normally based on the wind pressure related sensors, and finally determine whether the train has left based on the sensing data of the wind pressure related sensors and the theoretical departure time (for example, after the theoretical departure time and the sensing data of the wind pressure related sensors has reflected that the wind pressure has returned to normal), and restart the track monitoring equipment after the train leaves.

[0094] In some embodiments, to improve the accuracy of monitoring train departure, a second device positioned downstream of the track monitoring equipment can be used to monitor whether the train has left the target monitoring area. Since the second device is positioned downstream of the track monitoring equipment, the presence of a train in the second monitoring area detected by the second device indicates that the train has left the target monitoring area. For a more detailed description of the monitoring process of the second device, please refer to [link to relevant documentation]. Figure 4 The details and related content will not be elaborated here.

[0095] Therefore, the control method for track monitoring equipment provided in this application can set up a first device upstream of the target monitoring area and collect first monitoring data of the corresponding first monitoring area through the first device, so as to collect first monitoring data containing train characteristics when the train enters the first monitoring area. Based on the first monitoring data containing train characteristics, the control method can identify the train traveling towards the target monitoring area before the train enters the target monitoring area of ​​the track monitoring equipment and shut down the track control equipment. Thus, the control method for track monitoring equipment provided in this application can shut down the track monitoring equipment in a timely manner to avoid the related impact between the track monitoring equipment and the train. In addition, the control method can also restart the track monitoring equipment after the train leaves the target monitoring area, so that the track monitoring equipment can quickly return to the working state.

[0096] Exemplary train monitoring method:

[0097] In some embodiments, when recognizing trains based on image content information, the recognition results are easily affected by the environment. For example, in low-visibility scenarios such as cloudy days or nighttime, trains appear blurry in the image data, making it difficult for the controller to identify the trains using the image content information.

[0098] Based on this, this application creatively discovers that in low-visibility scenarios, trains often turn on their lights, thus creating brightness features in the image data. Therefore, the presence and movement of a train can be determined based on the image brightness information in such scenarios.

[0099] Therefore, to further describe the aforementioned process, this application provides an exemplary flowchart of a vehicle recognition algorithm selection method for different application scenarios. Figure 3 ).

[0100] like Figure 3 As shown, process P300 can be executed by the controller, and may specifically include the following steps:

[0101] 310. Determine whether the ambient light intensity in the first monitoring area meets the target recognition conditions.

[0102] 320. If so, then determine whether there is a train traveling in the target direction in the first monitoring area based on the image content information of the first monitoring data.

[0103] 330. If not, then determine whether there is a train traveling in the target direction in the first monitoring area based on the image brightness information of the first monitoring data.

[0104] In the aforementioned P300, S310 is a judgment step in the process, and S320 and S330 are different subsequent execution steps under two different judgment results of S310. Specifically, S320 can be a subsequent step when the judgment result of S310 is "yes," meaning that when the ambient light intensity in the first monitoring area meets the target recognition conditions, the controller can determine whether a train traveling in the target direction exists in the first monitoring area based on the image content information of the first monitoring data. S330 is a subsequent step when the judgment result of S310 is "no," meaning that when the ambient light intensity in the first monitoring area does not meet the target recognition conditions, the controller can determine whether a train traveling in the target direction exists in the first monitoring area based on the image brightness information of the first monitoring data.

[0105] In the aforementioned S310, ambient light intensity can refer to an index that reflects the overall brightness of the first monitoring area. That is, in practical applications, the visibility of the environment can be closely related to the ambient light intensity. On cloudy days, at night, in heavy fog, and other weather conditions with low visibility, the ambient light intensity is also low. Therefore, the visibility in the actual environment can be reflected by the ambient light intensity.

[0106] In some embodiments, ambient light intensity can be calculated based on existing data or determined by a specific sensor. For example, considering that the aforementioned first device is an image sensor, relevant parameters (such as grayscale value, brightness, etc.) in the monitoring image acquired by the first device can directly reflect the ambient light intensity and serve as descriptive data for the ambient light intensity. As another example, the controller can also determine the ambient light intensity using an additional light intensity sensor (such as a photoresistor).

[0107] It should be noted that the aforementioned ambient light intensity only needs to reflect the overall brightness of the first monitoring area in practical use, and it is not necessary to strictly require it to be represented by a standard unit of light intensity. The specific method for describing ambient light intensity can be based on its sensing method. For example, when ambient light intensity is sensed through an image sensor, it can be represented as the average grayscale value of the image. As another example, when ambient light intensity is sensed through a photoresistor, it can be represented by the electrical parameters of the photoresistor, such as its resistance, current, and voltage.

[0108] In the aforementioned S310, the target recognition condition can refer to the condition that the ambient light intensity (which can also be understood as visibility) should meet when train target recognition can be performed on the image. That is, if the ambient light intensity meets the target recognition condition, the image information of the first monitoring data is clear enough to identify the train based on the target recognition algorithm.

[0109] In some embodiments, target recognition conditions are generally presented as threshold conditions for ambient light intensity. Taking the example that higher ambient light intensity means higher brightness, when the ambient light intensity is greater than the threshold in the target recognition conditions, the controller can determine that the ambient light intensity meets the target recognition conditions. Conversely, the controller can determine that the ambient light intensity does not meet the target recognition conditions.

[0110] Based on the aforementioned ambient light intensity and target recognition conditions, in the aforementioned S310, the ambient light intensity can be determined first, and then the judgment can be made by the relationship between the ambient light intensity and the target recognition conditions.

[0111] In some embodiments, ambient light intensity can be determined based on continuous data. For example, when the ambient light intensity is reflected based on the grayscale values ​​of the aforementioned image, the average grayscale values ​​over a period of time can be used to describe the ambient light intensity.

[0112] Image content information refers to the visual features presented by an image. For example, image content information may include the pixel values ​​of pixels in each image frame data in the first monitoring data, the semantic information of each image frame data in the first monitoring data, and the texture features in the image frame data, etc.

[0113] In the aforementioned S320, train identification based on image content information is often achieved by recognizing the train's visual features within the image. That is, in S320, judging based on the image content information of the first monitoring data can be understood as identifying the train's features from the visual characteristics presented in the image, thereby confirming the presence of a train in the image. This process is generally implemented based on target recognition algorithms. More details on train target recognition can be found in the relevant description of the aforementioned S220, and will not be elaborated upon here.

[0114] In the aforementioned S330, image brightness information can refer to the brightness characteristics presented by the image. For example, image brightness information can include characteristic information that reflects the image brightness, such as the brightness distribution, overall brightness, and local brightness in the image.

[0115] Considering that trains often turn on some lights in dim environments, when a train passes through the first monitoring area, the monitored image frames will brighten due to the train's own light source. Therefore, the controller can determine whether a train has passed based on the change in image brightness to implement the aforementioned S330. For example, when the first device is in a dark scene, the image brightness of the first monitoring data is low. When a train passes through the first monitoring area, the train's lights will illuminate the dark scene, causing the image brightness of the first monitoring data to suddenly increase. Therefore, S330 can be executed based on this sudden brightness change, and when a sudden brightness change occurs in consecutive image frames of the first monitoring data, the controller determines that a train has passed through the first monitoring area.

[0116] It should be noted that in this case, the controller generally does not perform further verification of the train. That is, when the brightness characteristics corresponding to a train appear in the image, the controller can determine that a train has appeared, without needing to verify whether it is a train through other means.

[0117] To determine the train's driving mode in a dimly lit scene, similar to the identification of the train's driving direction based on the aforementioned image content information, the controller can identify the train's driving direction when the train enters the first monitoring area. This allows the controller to determine the train's driving direction based on the positional change of the high-brightness area in the image (i.e., the change in the position of the train's front), thereby realizing the aforementioned judgment process S330.

[0118] In some embodiments, the controller can determine whether the image brightness information in the first monitoring data brightens along the target direction. If the image brightness information in the first monitoring data brightens along the target direction, the controller can determine that a train traveling along the target direction exists in the first monitoring area.

[0119] The phrase "whether the image brightness information brightens along the target direction" can be understood as whether the movement direction of the light source in the first monitoring data is the target direction. In the actual monitoring process, the controller can first determine the light source area in the first monitoring data (such as an area with higher brightness than other areas), and then determine the movement of the light source area in the monitoring image frame sequence, thereby determining whether the movement direction of the light source is the target direction.

[0120] Furthermore, the aforementioned determination of whether the image brightness information brightens along the target direction can also be achieved through image partition monitoring. For example, the controller can divide the first monitoring data into multiple partitions along the target direction, and determine whether the image brightness information brightens along the target direction by determining the brightness change of each partition in the monitored image frame sequence (such as the average gray value of the partition).

[0121] Therefore, the aforementioned image brightness information processing can enable train direction recognition in dark environments, and the subsequent processing method can still refer to the image content information processing process without additional adjustments, thus improving the applicability of the track monitoring method provided in this application in different scenarios.

[0122] comprehensive Figure 3 The technical solution described herein, namely the control method for track monitoring equipment, can adaptively employ different train identification methods for different monitoring scenarios to improve train identification capabilities in various situations. Specifically, in addition to conventional target-based train monitoring, the control method provided in this application creatively utilizes the influence of train brightness on the first monitoring data in a dark environment for train monitoring. This supplements other train identification methods when visual feature-based train identification is difficult, thereby improving the versatility of the control method provided in this application.

[0123] To precisely control the activation timing of the track monitoring equipment, this application may also install a second device downstream of the track monitoring equipment along the target direction, thereby determining whether the train has left the target monitoring area of ​​the track monitoring equipment through the monitoring results of the train by the second device.

[0124] Similar to the first device mentioned above, the second device can refer to a sensing device or a collection thereof capable of collecting train characteristic data. Considering that the train's direction of travel is generally identified at the first device, the second device only needs to collect train characteristics reflecting the train's presence. For example, the second device may include vibration sensors (generating warning trigger signals by sensing train vibrations), passive infrared sensors (generating warning trigger signals by sensing infrared radiation from the train), and infrared sensors (generating warning trigger signals based on the train's blocking of infrared radiation), etc., all sensors capable of monitoring the train's presence.

[0125] The second monitoring area can refer to the monitoring area formed by the second device, that is, the second device can collect sensor signals (referred to as second monitoring data) in the second monitoring area. When a train passes through the second monitoring area, the second monitoring data collected by the second device will contain the characteristics of the train to reflect its presence.

[0126] To detect trains leaving the target monitoring area, the aforementioned second monitoring area can be formed downstream of the target monitoring area along the target direction. That is, for trains traveling in the target direction, the train will first pass through the target monitoring area and then through the second monitoring area.

[0127] In practical applications, if the second device collects second monitoring data containing train characteristics that indicates the train is no longer affected by the track monitoring equipment, the controller can correspondingly activate the track monitoring equipment. The positional relationship between the second monitoring area and the target monitoring area can then be set based on this requirement (the second device collecting second monitoring data containing train characteristics that indicates the train is no longer affected by the track monitoring equipment). That is, the distance between the second monitoring area and the target monitoring area is sufficient to ensure the train is not affected by the track monitoring equipment.

[0128] To ensure the safe operation of the train, this application allows for determining that the train is no longer affected by the track monitoring equipment only when it has completely left the target monitoring area. Therefore, the distance between the aforementioned second monitoring area and the target monitoring area is sufficient for the train to completely leave the target monitoring area of ​​the track monitoring equipment.

[0129] To further describe the control method for a train leaving the target monitoring area based on the aforementioned second device Figure 4 An exemplary flowchart of a method for activating a track monitoring device is provided. Figure 4 ).

[0130] like Figure 4 As shown, P400 may include the following steps:

[0131] S410, In response to the track monitoring equipment being in a closed state, second monitoring data of the second monitoring area is collected through the second device.

[0132] S420. Based on the second monitoring data, determine whether there is a train traveling in the target direction in the second monitoring area.

[0133] S430, if so, then it is determined that the train has left the target monitoring area.

[0134] In the aforementioned process P400, S430 is the follow-up execution step when the judgment result of S420 is yes, that is, based on the second monitoring data, it is determined that there is a train traveling in the target direction in the second monitoring area, and the aforementioned S430 is executed.

[0135] Similar to S210 mentioned above, the controller can collect second monitoring data containing train characteristics through S410. That is, when the train appears in the second monitoring area, the second device should collect second monitoring data to obtain second monitoring data containing train characteristics.

[0136] In some embodiments, "the track monitoring equipment is in a closed state" can be used as a trigger condition for S410, that is, the second device continuously collects the second monitoring data only when "the track monitoring equipment is in a closed state" in order to obtain the second monitoring data containing train characteristics.

[0137] In some embodiments, "the track monitoring equipment is in a closed state" can also be understood as the triggering condition of process P400, rather than the triggering condition of the aforementioned S410. That is, the execution prerequisite for the track monitoring equipment activation method shown in P400 is that the track monitoring equipment is in a closed state (otherwise, there is no need to activate it). Considering that "the track monitoring equipment is in a closed state" may not be the triggering condition of S410, the second device can continuously collect second monitoring data so as to collect second monitoring data containing train characteristics when the train passes through the second monitoring area.

[0138] As mentioned above, considering that the first device has already detected a train traveling in the target direction, the direction of travel for the same train can be considered known. The second device downstream of the first device only needs to identify the train to achieve the aforementioned S420. That is, in the aforementioned S420, the controller can check whether there are train characteristics in the second monitoring data to determine whether a train exists, thereby achieving the aforementioned S420.

[0139] To further improve the accuracy of train identification, the aforementioned second device can also be configured as an image sensor, enabling S420 to check the presence of a train and whether its travel mode is in the target direction based on image information (such as image content information and image brightness information). In this case, S420 can refer to the relevant content of S220 mentioned above, which will not be elaborated here.

[0140] Considering the impact of track monitoring equipment on trains, the aforementioned S430 must be executed only when the train is no longer affected by the track monitoring equipment. Based on the aforementioned second device setup, when a train is detected in the second monitoring area, the controller can determine that the train is no longer affected by the track monitoring equipment and execute the aforementioned S430.

[0141] Considering other potential special circumstances (such as an exceptionally long train), the controller can also execute S430 by further processing the second monitoring data. For example, the controller can execute S430 when subsequent data from the second monitoring data that showed train characteristics no longer contains train characteristics, thus activating the track monitoring equipment after the train has completely left the second monitoring area. Alternatively, the controller can execute S430 a certain period after the second monitoring data shows train characteristics. This waiting period can correspond to the length of the train to ensure the train is not affected by the track monitoring equipment.

[0142] based on Figure 4 The method for activating the track control equipment shown in this application allows for timely activation of the track control equipment when the train is no longer affected by the track monitoring equipment (e.g., when it has completely left the target monitoring area), thus restoring the track monitoring equipment to its operational state. This avoids both the track monitoring equipment and its impact on the train's normal operation. Furthermore, based on this process, the track monitoring equipment can determine the train's passage and further perceive the train's impact on the track based on sensor data before and after the train.

[0143] In practical applications, considering that train tracks are often bidirectional (a single track supports multi-directional travel or multiple parallel tracks in different directions), to achieve the aforementioned... Figure 1 In the application scenarios shown, the track monitoring system 100 often needs to be configured with monitoring equipment for tracks in different directions so that when a train approaches on that track, the corresponding monitoring equipment is used as the "first equipment" to realize the control method of the track monitoring equipment provided in this application.

[0144] Taking multiple tracks arranged in parallel as an example, this application provides a schematic diagram of a track monitoring system based on parallel tracks. Figure 5 ).

[0145] like Figure 5 As shown, the track monitoring system 100 can be set up based on a first track 211 and a second track 212, wherein the train travel directions of the first track 211 and the second track 212 are opposite. The track monitoring system 100 may include at least one track monitoring device to form Figure 5 The target monitoring area shown is 110.

[0146] In practical applications, at least one track monitoring device may include multiple track monitoring devices with different fields of view to cover the first track 211 and the second track 212. At least one track monitoring device may also include a track monitoring device with an adjustable field of view to cover the first track 211 and the second track 212.

[0147] Considering that trains travel in different directions on different tracks, in order to detect trains traveling towards the target monitoring area 110 before they enter the target monitoring area 110, the track monitoring system 100 sets up a "first device" upstream of the target monitoring area 110 along the corresponding track travel direction on each track, so as to detect the train before it reaches the target monitoring area 110 through the "first device" on each track.

[0148] Therefore, the track monitoring system 100 may specifically include a first monitoring device and a second monitoring device. The first monitoring device is installed in the first track 211 and positioned upstream of the track monitoring device along the train travel direction of the first track 211, forming a first track monitoring area 121 of the first track 211. The second monitoring device is installed in the second track 212 and positioned upstream of the track monitoring device along the train travel direction of the second track 212, forming a second track monitoring area 122 of the second track 212.

[0149] Considering that the "first device" is often configured as an image sensor, and given that the parallel tracks are relatively close together, they can generally be displayed simultaneously within the field of view of the image sensor, the aforementioned first track monitoring area 121 can cover the second track 212, and the second track monitoring area 122 can cover the first track 211.

[0150] Furthermore, for a track in a certain direction of travel, there exists both a "first device for this track" located upstream of the track monitoring equipment and a "first device for other tracks" located downstream of the track monitoring equipment. In this case, the track monitoring system 100 can reuse the "first device for other tracks" as a "second device for this track," thereby accurately monitoring the moment when the train leaves the target monitoring area 110 through the "second device," and thus activating the track monitoring equipment.

[0151] Specifically, when the train travels along the first track 211, the target direction is configured as the train's travel direction along the first track 211, the first monitoring device can be configured as the first device, and the second monitoring device can be configured as the second device. When the train travels along the second track 212, the target direction is configured as the train's travel direction along the second track 212, the second monitoring device can be configured as the first device, and the first monitoring device can be configured as the second device.

[0152] In some embodiments, the configuration of the aforementioned first and second devices can be performed in the presence of a train. That is, in practical applications, the first and second monitoring devices can perform routine monitoring, and when a train is detected, the first and second devices are configured based on the actual direction of travel of the train.

[0153] Furthermore, considering that there are monitoring devices on both sides of the track monitoring equipment, when a train approaches, the controller can also configure one of the train's monitoring devices, which is prioritized for identification by the first and second monitoring devices, as the first device and directly determine the train's direction of travel (by omitting the specific identification step of the train's direction of travel).

[0154] Based on the aforementioned track monitoring system under parallel tracks, for the current track in a certain direction, the control method of the track monitoring equipment provided in this application can reuse the "first device" of the track in the opposite direction of the current track as the "second device" of the current track. Thus, there is no need to set up other sensing devices. Based on the existing monitoring equipment, the monitoring of train entry and exit can be realized simultaneously, reducing the hardware requirements of the control method provided in this application.

[0155] Exemplary control device:

[0156] Based on the same technical concept as the control method for the aforementioned track monitoring equipment, this application also provides a control device for track monitoring equipment. This control device can implement the control method for the track monitoring equipment provided in this application.

[0157] To further illustrate the control device of the track monitoring equipment provided in this application, this application also provides a schematic diagram of the module of the control device of the track monitoring equipment.

[0158] like Figure 6 As shown, the control device 600 of the track monitoring equipment may include a data acquisition module 610, a monitoring module 620, a shutdown module 630, and an activation module 640.

[0159] The acquisition module 610 can be used to acquire first monitoring data of a first monitoring area through a first device, wherein the first monitoring area is located upstream of the target monitoring area along the target direction. Further description of the acquisition module 610 can be found in the relevant content of the aforementioned step S210, and will not be repeated here.

[0160] The monitoring module 620 can be used to determine whether a train traveling along the target direction exists in the first monitoring area based on the first monitoring data. Further description of the monitoring module 620 can be found in the aforementioned step S220, and will not be repeated here.

[0161] The shut-off module 630 can be used to shut down the track monitoring equipment when a train traveling in the target direction is present in the first monitoring area, so as to maintain the shut-off state of the track monitoring equipment when the train travels to the target monitoring area. When the track monitoring equipment is in the activated state, it affects the operation of trains within the target monitoring area. Further description of the shut-off module 630 can be found in the relevant content of the aforementioned step S230, and will not be repeated here.

[0162] The activation module 640 can be used to activate the track monitoring equipment in response to the track monitoring equipment being in a closed state and the train leaving the target monitoring area. Further description of the activation module 640 can be found in the relevant content of the aforementioned step S240, and will not be repeated here.

[0163] Based on the same technical concept as the control method for the aforementioned track monitoring equipment, this application also provides an electronic device. The electronic device includes a memory and a processor. The processor executes various processes in the control method for the track monitoring equipment provided in this embodiment by calling a computer program stored in the memory.

[0164] Based on the same technical concept as the control method for the aforementioned track monitoring equipment, this application also provides a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. The processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the control method for the track monitoring equipment described in any of the above embodiments.

[0165] Based on the same technical concept as the control method for the aforementioned track monitoring equipment, this application also provides a non-volatile computer-readable storage medium. This storage medium stores at least one instruction, at least one program, code set, or instruction set. The at least one instruction, at least one program, code set, or instruction set is loaded and executed by a processor to implement the control method for the track monitoring equipment as described in any of the embodiments of this application above.

[0166] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0167] Those skilled in the art will 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, or a combination of computer software and electronic hardware. 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 use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0168] 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.

[0169] 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. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0170] 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.

[0171] 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.

[0172] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a 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 verification codes, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0173] It should be noted that in the description of this application, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0174] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications or equivalent substitutions made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A control method for track monitoring equipment, characterized in that, The track monitoring device is used to acquire at least one type of sensor data within the target monitoring area, and the control method includes: In response to a warning trigger signal from a warning device, a first device is controlled to continuously collect first monitoring data from a first monitoring area, wherein the first monitoring area is located upstream of the target monitoring area along the target direction; the warning device is configured as a non-visual sensor located upstream of the first device along the target direction, used to generate the warning trigger signal when a train passes the warning device. Based on the first monitoring data, determine whether there is a train traveling in the target direction in the first monitoring area; If so, the track monitoring equipment is turned off to maintain its off state when the train travels to the target monitoring area. When the track monitoring equipment is in the activated state, there is a risk of affecting the operation of trains within the target monitoring area. In response to the track monitoring equipment being in a closed state, second monitoring data of a second monitoring area is collected by a second device, wherein the second monitoring area is located downstream of the target monitoring area along the target direction; Based on the second monitoring data, it is determined whether there is a train traveling in the target direction in the second monitoring area; If so, it is determined that the train has left the target monitoring area; In response to the track monitoring equipment being in the off state and the train leaving the target monitoring area, the track monitoring equipment is turned on.

2. The control method according to claim 1, characterized in that, The first monitoring data includes a sequence of monitoring image frames. The step of determining whether a train traveling along the target direction exists in the first monitoring area based on the first monitoring data includes: Train target recognition is performed on the target image frames in the monitored image frame sequence to determine whether a train recognition box is identified in the target image frame; If so, then train target recognition is performed on the target monitoring image frame sequence in the monitoring image frame sequence to determine the train recognition box of each image frame in the target monitoring image frame sequence, wherein the target monitoring image frame sequence includes the target image frame; When the train identification box moves along the target direction in the target monitoring image frame sequence, it is determined that the train is traveling along the target direction.

3. The control method according to claim 1, characterized in that, The step of determining whether a train traveling in the target direction exists in the first monitoring area based on the first monitoring data includes: Determine whether the ambient light intensity in the first monitoring area meets the target recognition conditions; If so, then based on the image content information of the first monitoring data, it is determined whether there is a train traveling along the target direction in the first monitoring area; If not, then based on the image brightness information of the first monitoring data, it is determined whether there is a train traveling along the target direction in the first monitoring area.

4. The control method according to claim 3, characterized in that, The step of determining whether a train traveling along the target direction exists in the first monitoring area based on the image brightness information of the first monitoring data includes: Determine whether the image brightness information in the first monitoring data becomes brighter along the target direction; If so, it is determined that a train traveling in the target direction exists in the first monitoring area.

5. The control method according to claim 1, characterized in that, The target monitoring area includes a first track and a second track, wherein the train travel directions of the first track and the second track are opposite, a first monitoring device is set upstream of the track monitoring device in the first track, and a second monitoring device is set upstream of the track monitoring device in the second track; When the train travels along the first track, the target direction is configured as the train travel direction of the first track, the first device is configured as the first monitoring device, and the second device is configured as the second monitoring device; When the train travels along the second track, the target direction is configured as the train travel direction of the second track, the first device is configured as the second monitoring device, and the second device is configured as the first monitoring device.

6. The control method according to claim 1, characterized in that, The step of shutting down the track monitoring equipment includes: Adjust the track monitoring equipment to the target orientation, wherein the target orientation is the orientation of the track monitoring equipment within the range of orientation changes in which the wind pressure generated by the train meets the pressure requirements; In response to the track monitoring device being in the target orientation, the track monitoring device is turned off.

7. A track monitoring system, characterized in that, The orbit monitoring system includes: Track monitoring equipment, used to acquire at least one type of sensor data within a target monitoring area; A first device is used to collect first monitoring data in a first monitoring area, wherein the first monitoring area is located upstream of the target monitoring area along a target direction; and A controller for controlling the track monitoring equipment to perform the control method according to any one of claims 1-6.

8. A control device for track monitoring equipment, characterized in that, The track monitoring equipment is used to acquire at least one type of sensor data within the target monitoring area, and the control device includes: The acquisition module is used to control the first device to continuously acquire first monitoring data of the first monitoring area in response to the warning trigger signal of the warning device, wherein the first monitoring area is set upstream of the target monitoring area along the target direction; the warning device is configured as a non-visual sensor set upstream of the first device along the target direction, and is used to generate the warning trigger signal when the train passes the warning device; The monitoring module is used to determine, based on the first monitoring data, whether there is a train traveling in the target direction in the first monitoring area; The shutdown module is used to shut down the track monitoring equipment when a train traveling along the target direction is present in the first monitoring area, so as to maintain the closed state of the track monitoring equipment when the train travels to the target monitoring area. When the track monitoring equipment is in the activated state, it affects the operation of trains in the target monitoring area. An activation module is used to activate the track monitoring equipment in response to the track monitoring equipment being in the off state and the train leaving the target monitoring area. The activation module is further configured to, in response to the track monitoring equipment being in a closed state, collect second monitoring data of a second monitoring area through a second device, wherein the second monitoring area is located downstream of the target monitoring area along the target direction; and determine, based on the second monitoring data, whether there is a train traveling along the target direction in the second monitoring area; if so, determine that the train has left the target monitoring area.

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