Detection visual angle dynamic adjustment method and device based on track line, equipment, medium and product

Abstract

The invention discloses a detection visual angle dynamic adjustment method and device based on a track line, equipment, a medium and a product. The method comprises the steps that a current effective detection distance is determined according to the obtained maximum running speed, safety margin distance, train emergency braking rate and current movement authorization distance in the current running process of a train; generating a three-dimensional electronic map according to the obtained vehicle-mounted electronic map information and the current effective detection distance; according to the three-dimensional electronic map, based on the current position of the train, determining line data in the current effective detection distance range; the line data comprises a line type and line information; determining a sensing peripheral angle adjustment strategy according to the line type, and determining a sensing peripheral adjustment angle based on the sensing peripheral angle adjustment strategy according to the line information; and sending the perceived peripheral adjustment angle to a holder control module, so that the holder control module drives the peripheral equipment to dynamically adjust the detection scheduling angle based on the perceived peripheral adjustment angle.

Description

Methods, devices, equipment, media, and products for dynamically adjusting the detection perspective based on track lines. Technical Field

[0001] This invention relates to the field of intelligent sensing technology, and in particular to a method, device, equipment, medium, and product for dynamically adjusting the detection perspective based on a track line. Background Technology

[0002] For the existing urban rail transit train operation control system's sensing subsystem, it is usually used to detect obstacles, signals, and other targets in front of the train, and send the type and distance of the detected target points to the ATP (Automatic Train Protection) subsystem as early warning information or train movement authorization calculation information to realize the train operation linkage safety protection function.

[0003] The existing train operation linkage safety protection method mainly relies on the host equipment to perform comprehensive information processing based on its own peripheral equipment information and send relevant information to the ATP subsystem. At the same time, the peripheral equipment is fixed to the train and performs sensing and detection from a fixed perspective as the train moves. The effective detection distance is usually improved by adding relevant positioning marks next to the track or by increasing the types and number of sensing peripheral equipment.

[0004] This approach limits the scope of information interaction between the ATP subsystem and the sensing subsystem to some extent, and makes it impossible to adjust the detection angle of the sensing peripherals in real time and accurately. As a result, fixed-angle detection on complex lines will result in certain blind spots, affecting the safety and efficiency of train operation. Summary of the Invention

[0005] This invention provides a method, device, equipment, medium, and product for dynamically adjusting the detection angle of track lines, so as to realize the dynamic and precise adjustment of the detection angle of the sensing peripheral device of track lines, avoid the occurrence of blind spots caused by fixed angle detection under complex lines, and improve the safety and efficiency of train operation.

[0006] According to one aspect of the present invention, a method for dynamically adjusting the detection perspective based on a track line is provided. The method includes: determining the current effective detection distance based on the highest operating speed, safety margin distance, emergency braking rate, and current authorized movement distance of the train during its current operation; acquiring onboard electronic map information and generating a three-dimensional electronic map based on the onboard electronic map information and the current effective detection distance; determining track data within the current effective detection distance range based on the three-dimensional electronic map and the train's current position; the track data including track type and track information; determining a sensing peripheral angle adjustment strategy based on the track type and determining a sensing peripheral adjustment angle based on the track information and the sensing peripheral angle adjustment strategy; and sending the sensing peripheral adjustment angle to a gimbal control module so that the gimbal control module can drive the peripheral device to dynamically adjust the detection scheduling angle based on the sensing peripheral adjustment angle.

[0007] According to another aspect of the present invention, a device for dynamically adjusting the detection perspective based on a track line is provided. The device includes: an effective detection distance determination module, used to determine the current effective detection distance based on the highest operating speed, safety margin distance, emergency braking rate, and current movement authorization distance of the train during its current travel; a three-dimensional electronic map generation module, used to acquire onboard electronic map information and generate a three-dimensional electronic map based on the onboard electronic map information and the current effective detection distance; a line data determination module, used to determine line data within the current effective detection distance range based on the three-dimensional electronic map and the current position of the train; the line data includes line type and line information; an adjustment angle determination module, used to determine a sensing peripheral angle adjustment strategy based on the line type and determine a sensing peripheral adjustment angle based on the sensing peripheral angle adjustment strategy based on the line information; and an angle dynamic adjustment module, used to send the sensing peripheral adjustment angle to a gimbal control module so that the gimbal control module can drive the peripheral device to dynamically adjust the detection scheduling angle based on the sensing peripheral adjustment angle.

[0008] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the method for dynamically adjusting the detection perspective based on the track line as described in any embodiment of the present invention.

[0009] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the method for dynamically adjusting the detection perspective based on a track line as described in any embodiment of the present invention.

[0010] According to another aspect of the present invention, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the method for dynamically adjusting the detection perspective based on a track line as described in any embodiment of the present invention.

[0011] The technical solution of this invention determines the current effective detection distance and constructs a three-dimensional electronic map based on the acquired maximum operating speed, safety margin distance, emergency braking rate, and current authorized movement distance of the train during its current operation. It then determines the line data within the current effective detection distance range based on the three-dimensional electronic map, determines the angle adjustment strategy for the sensing peripherals according to the line type, and determines the adjustment angle of the sensing peripherals based on the line information and the angle adjustment strategy. This allows for dynamic adjustment of the detection scheduling angle based on the adjusted angle of the sensing peripherals. This expands the information interaction range between the ATP subsystem and the sensing subsystem, enhances the autonomy of the sensing subsystem, and enables real-time adjustment of the sensing peripheral detection angle. Through comprehensive processing, it achieves active perception and control, realizing dynamic and precise adjustment of the sensing peripheral detection perspective on the track line. This avoids blind spots caused by fixed-angle detection on complex lines, improving train operation safety and efficiency.

[0012] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0014] Figure 1 is a flowchart of a method for dynamically adjusting the detection perspective based on a track line according to Embodiment 1 of the present invention; Figure 2 is a schematic diagram of generating a three-dimensional electronic map within an effective detection distance range by converting two-dimensional data according to Embodiment 1 of the present invention; Figure 3 is a reference schematic diagram of a road with only straight sections within the current effective detection distance range according to Embodiment 1 of the present invention; Figure 4 is a reference schematic diagram of a road with only curved sections within the current effective detection distance range according to Embodiment 1 of the present invention; Figure 5 is a reference schematic diagram of a road with straight sections followed by curved sections within the current effective detection distance range according to Embodiment 1 of the present invention; Figure 6 is a reference schematic diagram of a road with curved sections followed by straight sections within the current effective detection distance range according to Embodiment 1 of the present invention; Figure 7 is a flowchart of a method for dynamically adjusting the detection perspective based on a track line according to Embodiment 2 of the present invention; Figure 8 is a structural schematic diagram of a device for dynamically adjusting the detection perspective based on a track line according to Embodiment 3 of the present invention; Figure 9 is a structural schematic diagram of an electronic device for implementing the method for dynamically adjusting the detection perspective based on a track line according to the embodiments of the present invention. Detailed Implementation

[0015] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0016] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0017] Figure 1 is a flowchart of a method for dynamically adjusting the detection angle based on a track line according to Embodiment 1 of the present invention. This embodiment is applicable to situations where the detection angle of a sensing peripheral device on a track line is dynamically adjusted to avoid detection blind spots. This method can be executed by a track line-based detection angle dynamic adjustment device, which can be implemented in hardware and / or software and can be configured in an electronic device. As shown in Figure 1, the method includes: S110, determining the current effective detection distance based on the acquired maximum operating speed, safety margin distance, emergency braking rate, and current authorized movement distance of the train during its current travel.

[0018] S120. Obtain vehicle-mounted electronic map information and generate a three-dimensional electronic map based on the vehicle-mounted electronic map information and the current effective detection distance.

[0019] S130. Based on the three-dimensional electronic map and the current position of the train, determine the line data within the current effective detection distance range; the line data includes the line type and line information.

[0020] S140. Based on the line type, determine the angle adjustment strategy for the sensing peripheral, and based on the line information and the angle adjustment strategy for the sensing peripheral, determine the adjustment angle of the sensing peripheral.

[0021] S150. The angle adjustment of the sensing peripheral device is sent to the gimbal control module so that the gimbal control module can drive the peripheral device to dynamically adjust the detection and scheduling angle based on the angle adjustment of the sensing peripheral device.

[0022] The technical solution of this embodiment can be applied to the train sensing subsystem. The sensing subsystem can obtain in real time the train's maximum operating speed, safety margin distance, emergency braking rate, and current authorized movement distance during its current journey from the ATP subsystem. The maximum operating speed can be the ATP canopy speed or the line speed limit, etc. It should be noted that due to different line conditions, the maximum operating speed of the train will vary when passing through curves, platforms, or lateral switches.

[0023] The safety margin distance can be set with different parameter values ​​for different engineering projects based on manufacturer requirements and vehicle performance. The movement authorization distance is calculated by the Automatic Train Protection (ATP) subsystem based on information such as track conditions, the position of the preceding train, and signal displays, representing the distance from the train's current position to the furthest possible travel boundary. Therefore, the current movement authorization distance during the train's current movement can be obtained in real time from the ATP subsystem.

[0024] It should be noted that due to varying track conditions, the maximum operating speed and current authorized travel distance of a train differ when traversing curves, platforms, or lateral switches. Therefore, the current effective detection distance is not a fixed value; it continuously changes according to track conditions and other requirements during train operation to ensure immediate emergency braking and safety in case of an emergency. Furthermore, since the train travels along the track, the definition of the current effective detection distance does not refer to the furthest detection distance directly in front of the sensing peripheral, but rather the distance along the track path directly in front of the sensing peripheral. This could be a straight line, a curve, or even a combination of straight lines and curves.

[0025] In one optional embodiment, the current effective detection distance is determined based on the highest operating speed, safety margin distance, emergency braking rate, and current movement authorization distance of the train during its current travel. This includes: determining the distance required for emergency braking based on the highest operating speed and emergency braking rate; determining the total effective detection distance based on the distance required for emergency braking and the safety margin distance; comparing the total effective detection distance with the current movement authorization distance to obtain a distance comparison result; and determining the current effective detection distance based on the distance comparison result.

[0026] The distance M required for emergency braking can be determined as follows: in, This indicates the maximum operating speed, and 'a' indicates the train's emergency braking rate.

[0027] Based on the distance required for emergency braking and the safety margin distance, the specific implementation method for determining the total effective detection distance F is as follows: in, M represents the safety margin distance, and M represents the distance required for emergency braking.

[0028] The total effective detection range is compared with the current mobile license range to obtain a distance comparison result. This result can include options where the current mobile license range is greater than the total effective detection range or where the current mobile license range is not greater than the total effective detection range.

[0029] In one optional embodiment, determining the current effective detection distance based on the distance comparison result includes: if the distance comparison result shows that the current mobile authorization distance is greater than the total effective detection distance, then the current effective detection distance is the total effective detection distance; if the distance comparison result shows that the current mobile authorization distance is not greater than the total effective detection distance, then the current effective detection distance is the current mobile authorization distance.

[0030] For example, the current effective detection range The determination method is as follows: in, Indicates the current authorized movement distance.

[0031] Specifically, the ATP subsystem sends onboard electronic map information to the sensing subsystem. This information primarily includes route information such as route length, gradient curves, and speed limits, as well as target point information such as signals, platform rails, turnaround rails, and moving authorization endpoints. It also includes the train's real-time location and ATP protection speed. The sensing subsystem, combining this onboard electronic map information, can construct a two-dimensional train operating environment model. Simultaneously, by combining information from sensing peripherals and the current effective detection distance, it overlays a three-dimensional planar boundary under clearance requirements onto the two-dimensional data, thereby constructing a real-time three-dimensional electronic map of the operating environment within the current effective detection distance ahead of the train. Figure 2 illustrates a schematic diagram of the generation of a three-dimensional electronic map within the effective detection distance range from two-dimensional data.

[0032] Based on the 3D electronic map and the train's current location, the route data within the current effective detection range is determined. This route data includes route type and route information. Based on the route type, a sensing peripheral angle adjustment strategy is determined, and based on the route information, the sensing peripheral adjustment angle is determined according to this strategy. Different route types correspond to different sensing peripheral angle adjustment strategies.

[0033] In one optional embodiment, a sensing peripheral angle adjustment strategy is determined based on the line type, and the sensing peripheral adjustment angle is determined based on the line information and the sensing peripheral angle adjustment strategy, including: if the line type is a line with only straight segments, the sensing peripheral angle adjustment strategy is to determine the sensing peripheral adjustment angle as zero degrees.

[0034] Figure 3 shows a reference diagram illustrating a scenario where only straight road segments exist within the current effective detection range. Since only straight road segments exist within the current effective detection range, the sensing peripheral is aligned with the straight road segment directly in front of it; therefore, the sensing peripheral's angle is adjusted accordingly. No adjustments are needed.

[0035] In one optional embodiment, a sensing peripheral angle adjustment strategy is determined based on the line type, and the sensing peripheral adjustment angle is determined based on the line information and the sensing peripheral angle adjustment strategy, including: if the line type is a curve-only line, the sensing peripheral adjustment angle is determined based on the line radius and line arc length of the curve-segment line contained in the line information; the line arc length of the curve-segment line is equal to the current effective detection distance.

[0036] Figure 4 shows a reference diagram of a road with only curved sections within the current effective detection range. The route information includes the radius R of the curved section. If the sensing peripheral is aligned with the direction of the train's head, only a sufficiently large maximum detection angle α can ensure coverage within the current effective detection range. However, in practical applications, this is limited by factors such as the performance of the sensing peripheral, resulting in low usability. To ensure that the current effective detection range is the optimal range for the entire sensing peripheral, the sensing peripheral angle needs to be adjusted. Here, δ is the angle between the ray between the train's starting position A and the effective detection point P, and the tangent at point A on the arc (i.e., the x-axis). Point P is the effective detection point calculated in real-time by the sensing subsystem and mapped onto the 3D electronic map. The method for determining the sensing peripheral adjustment angle β is as follows: Where D represents the arc length of the curved section, which is also the current effective detection distance. R represents the line radius of the curved section.

[0037] In one optional embodiment, a sensing peripheral angle adjustment strategy is determined based on the line type, and the sensing peripheral adjustment angle is determined based on the line information and the sensing peripheral angle adjustment strategy. The method further includes: if the line type is a combination of straight and curved segments, the sensing peripheral adjustment angle is determined based on the straight segment length of the straight segment, the curved segment arc length of the curved segment, and the line radius of the curved segment contained in the line information; the sum of the curved segment arc length of the curved segment and the straight segment length of the straight segment equals the current effective detection distance.

[0038] If the route type is a combination of straight and curved segments, specifically with the straight segment preceding the curved segment, as shown in Figure 5, it represents a reference diagram within the current effective detection range where the straight segment precedes the curved segment. For the straight and curved segments within the current effective detection range, the straight segment length D1, the radius R of the curved segment, and the arc length D2 of the curved segment are obtained from the route information. If the sensing peripheral is aligned with the direction of the vehicle's front, only a sufficiently large maximum detection angle α can ensure detection within the current effective detection range. Therefore, the sensing peripheral's angle needs to be adjusted, where δ is the angle between the AP ray and the tangent at point A on the arc (i.e., the x-axis). The sum of the arc length D2 of the curved segment and the straight segment length D1 of the straight segment equals the current effective detection range. The method for determining the adjustment angle β of the sensing peripheral is as follows: Where D1 represents the length of the straight section of the line; D2 represents the arc length of the curve section of the line; and R represents the line radius of the curve section of the line.

[0039] If the route type is a combination of curved and straight sections, specifically with the curved section preceding the straight section, as shown in Figure 6, it represents a reference diagram within the current effective detection range where the curved section precedes the straight section. For the curved and straight sections within the current effective detection range, the radius R and arc length D1 of the curved section, and the length D2 of the straight section, are obtained from the route information. If the sensing peripheral is aligned with the direction of the vehicle's front, only a sufficiently large maximum detection angle α can ensure detection within the current effective detection range. Therefore, the sensing peripheral's angle needs to be adjusted, where δ is the angle between the AP ray and the tangent at point A on the arc (i.e., the x-axis). The sum of the arc length D1 of the curved section and the length D2 of the straight section equals the current effective detection range. The method for determining the adjustment angle β of the sensing peripheral is as follows: Where D2 represents the length of the straight section of the line; D1 represents the arc length of the curve section of the line; and R represents the line radius of the curve section of the line.

[0040] The angle adjustment of the sensing peripherals is sent to the gimbal control module, which then drives the peripheral devices to dynamically adjust their detection scheduling angles based on the angle adjustment of the sensing peripherals. These driving peripheral devices are the sensing peripherals themselves, such as cameras and LiDAR sensors. The gimbal control module drives the camera and LiDAR to dynamically adjust their detection viewing angles according to the angle adjustment of the sensing peripherals, ensuring that the detection viewing angle completely covers the trajectory range of the current effective detection distance.

[0041] It is understandable that the sensing peripherals are adjusted in real time during train operation. The angle of the sensing peripherals is not a fixed value. As the train moves, the sensing subsystem continuously analyzes the line conditions within the current effective detection range and selects an appropriate method to design the sensing peripherals gimbal control module to adjust the angle of the sensing peripherals, thereby comprehensively optimizing and improving the applicability of the sensing subsystem.

[0042] The technical solution of this invention determines the current effective detection distance and constructs a three-dimensional electronic map based on the acquired maximum operating speed, safety margin distance, emergency braking rate, and current authorized movement distance of the train during its current operation. It then determines the track data within the current effective detection distance range based on the three-dimensional electronic map, determines a sensing peripheral angle adjustment strategy based on the track type, and determines the sensing peripheral adjustment angle based on the track information and the sensing peripheral angle adjustment strategy. This allows for dynamic adjustment of the detection angle based on the sensing peripheral angle adjustment. This expands the information interaction range between the ATP subsystem and the sensing subsystem, enhances the autonomy of the sensing subsystem, and enables real-time adjustment of the sensing peripheral detection angle. Through comprehensive processing, it achieves active sensing and control, realizing dynamic and precise adjustment of the sensing peripheral detection perspective on the track line. This avoids blind spots caused by fixed-angle detection on complex tracks, improving train operation safety and efficiency.

[0043] Figure 7 of Embodiment 2 is a schematic flowchart of a method for dynamically adjusting the detection perspective based on a track line, provided in Embodiment 2 of the present invention. This embodiment provides a preferred example based on the above embodiments.

[0044] As shown in Figure 7, the method includes the following steps: S71, determine the current effective detection distance based on the highest operating speed, safety margin distance, emergency braking rate, and current authorized movement distance of the train during its current travel.

[0045] in, Indicates the current authorized movement distance; Indicates the current effective detection range; Indicates the safety margin distance; 'a' indicates the maximum operating speed; 'a' indicates the train's emergency braking rate.

[0046] S72. Obtain vehicle-mounted electronic map information and generate a three-dimensional electronic map based on the vehicle-mounted electronic map information and the current effective detection distance.

[0047] The ATP subsystem sends vehicle-mounted electronic map information to the perception subsystem. The perception subsystem calculates the current effective detection distance in real time and constructs a 3D electronic map from the current location to point P by mapping the distance to the effective detection point P on the vehicle-mounted electronic map. This is achieved by obtaining the distance from the current location point A to point P. Line information within the range, real-time calculation of sensing peripherals to ensure effective detection range. Adjusting the angle of the sensing peripheral .

[0048] S73. Based on the three-dimensional electronic map and the current position of the train, determine the line data within the current effective detection distance range; the line data includes the line type and line information.

[0049] S74A. If the line type is a straight line only, the sensor peripheral adjustment angle is zero degrees and no adjustment is needed.

[0050] Since only straight road sections exist within the current effective detection range, the sensor's front is aligned with the straight road section. Therefore, the sensor's angle needs to be adjusted. No adjustments are needed.

[0051] S74B. If the line type is a curve-only line, then the adjustment angle of the sensing peripheral is determined according to the first adjustment strategy.

[0052] If the line type is a curve-only line, the adjustment angle of the sensing peripheral is determined based on the line radius and arc length of the curve section contained in the line information; the arc length of the curve section is equal to the current effective detection distance.

[0053] Figure 4 shows a reference diagram of a road with only curved sections within the current effective detection range. The route information includes the radius R of the curved section. If the sensing peripheral is aligned with the direction of the train's head, only a sufficiently large maximum detection angle α can ensure coverage within the current effective detection range. However, in practical applications, this is limited by factors such as the performance of the sensing peripheral, resulting in low usability. To ensure that the current effective detection range is the optimal range for the entire sensing peripheral, the sensing peripheral angle needs to be adjusted. Here, δ is the angle between the ray between the train's starting position A and the effective detection point P, and the tangent at point A on the arc (i.e., the x-axis). Point P is the effective detection point calculated in real-time by the sensing subsystem and mapped onto the 3D electronic map. The method for determining the sensing peripheral adjustment angle β is as follows: Where D represents the arc length of the curved section, which is also the current effective detection distance. R represents the line radius of the curved section.

[0054] S74C. If the line type is a straight section followed by a curved section, the adjustment angle of the sensing peripheral is determined according to the second adjustment strategy.

[0055] If the route type is a combination of straight and curved segments, specifically with the straight segment preceding the curved segment, as shown in Figure 5, it represents a reference diagram within the current effective detection range where the straight segment precedes the curved segment. For the straight and curved segments within the current effective detection range, the straight segment length D1, the radius R of the curved segment, and the arc length D2 of the curved segment are obtained from the route information. If the sensing peripheral is aligned with the direction of the vehicle's front, only a sufficiently large maximum detection angle α can ensure detection within the current effective detection range. Therefore, the sensing peripheral's angle needs to be adjusted, where δ is the angle between the AP ray and the tangent at point A on the arc (i.e., the x-axis). The sum of the arc length D2 of the curved segment and the straight segment length D1 of the straight segment equals the current effective detection range. The method for determining the adjustment angle β of the sensing peripheral is as follows: Where D1 represents the length of the straight section of the line; D2 represents the arc length of the curve section of the line; and R represents the line radius of the curve section of the line.

[0056] S74D. If the line type is a curve segment followed by a straight segment, then the adjustment angle of the sensing peripheral is determined according to the third adjustment strategy.

[0057] If the route type is a combination of curved and straight sections, specifically with the curved section preceding the straight section, as shown in Figure 6, it represents a reference diagram within the current effective detection range where the curved section precedes the straight section. For the curved and straight sections within the current effective detection range, the radius R and arc length D1 of the curved section, and the length D2 of the straight section, are obtained from the route information. If the sensing peripheral is aligned with the direction of the vehicle's front, only a sufficiently large maximum detection angle α can ensure detection within the current effective detection range. Therefore, the sensing peripheral's angle needs to be adjusted, where δ is the angle between the AP ray and the tangent at point A on the arc (i.e., the x-axis). The sum of the arc length D1 of the curved section and the length D2 of the straight section equals the current effective detection range. The method for determining the adjustment angle β of the sensing peripheral is as follows: Where D2 represents the length of the straight section of the line; D1 represents the arc length of the curve section of the line; and R represents the line radius of the curve section of the line.

[0058] S75. Send the angle adjustment of the sensing peripheral to the gimbal control module so that the gimbal control module can drive the peripheral device to dynamically adjust the detection and scheduling angle based on the angle adjustment of the sensing peripheral.

[0059] The angle adjustment of the sensing peripheral is sent to the gimbal control module, which then drives the peripheral devices to dynamically adjust their detection angle based on the angle adjustment of the sensing peripheral. These driving peripheral devices are the sensing peripheral devices themselves, such as cameras and LiDAR. The gimbal control module drives the camera and LiDAR to dynamically adjust their detection viewing angle according to the angle adjustment of the sensing peripheral, ensuring that the detection viewing angle completely covers the curve trajectory range of the current effective detection distance.

[0060] Figure 8 is a schematic diagram of a dynamic adjustment device for the detection angle based on a track line, provided in Embodiment 3 of the present invention. This device, provided in this embodiment, is applicable to dynamically adjusting the detection angle of peripheral sensing devices on a track line to avoid detection blind spots. The device can be implemented in hardware and / or software, as shown in Figure 8. It includes: an effective detection distance determination module 801, a three-dimensional electronic map generation module 802, a track data determination module 803, an adjustment angle determination module 804, and an angle dynamic adjustment module 805. The system includes the following modules: an effective detection distance determination module 801, which determines the current effective detection distance based on the train's current maximum operating speed, safety margin distance, emergency braking rate, and current authorized movement distance; a 3D electronic map generation module 802, which acquires onboard electronic map information and generates a 3D electronic map based on the onboard electronic map information and the current effective detection distance; a route data determination module 803, which determines route data within the current effective detection distance range based on the 3D electronic map and the train's current position, including route type and route information; an adjustment angle determination module 804, which determines a sensing peripheral angle adjustment strategy based on the route type and determines the sensing peripheral adjustment angle based on the route information and the sensing peripheral angle adjustment strategy; and an angle dynamic adjustment module 805, which sends the sensing peripheral adjustment angle to the gimbal control module so that the gimbal control module can drive the peripheral device to dynamically adjust the detection scheduling angle based on the sensing peripheral adjustment angle.

[0061] The technical solution of this invention determines the current effective detection distance and constructs a three-dimensional electronic map based on the acquired maximum operating speed, safety margin distance, emergency braking rate, and current authorized movement distance of the train during its current operation. It then determines the line data within the current effective detection distance range based on the three-dimensional electronic map, determines the angle adjustment strategy for the sensing peripherals according to the line type, and determines the adjustment angle of the sensing peripherals based on the line information and the angle adjustment strategy. This allows for dynamic adjustment of the detection scheduling angle based on the adjusted angle of the sensing peripherals. This expands the information interaction range between the ATP subsystem and the sensing subsystem, enhances the autonomy of the sensing subsystem, and enables real-time adjustment of the sensing peripheral detection angle. Through comprehensive processing, it achieves active perception and control, realizing dynamic and precise adjustment of the sensing peripheral detection perspective on the track line. This avoids blind spots caused by fixed-angle detection on complex lines, improving train operation safety and efficiency.

[0062] Optionally, the effective detection distance determination module 801 includes: an emergency braking distance determination unit, used to determine the distance required for emergency braking based on the maximum operating speed and the train emergency braking rate; a total effective distance determination unit, used to determine the total effective detection distance based on the distance required for emergency braking and the safety margin distance; a distance comparison result generation unit, used to compare the total effective detection distance and the current movement authorization distance to obtain a distance comparison result; and an effective detection distance determination unit, used to determine the current effective detection distance based on the distance comparison result.

[0063] Optionally, the effective detection distance determination unit is specifically used for: if the distance comparison result shows that the current mobile authorization distance is greater than the total effective detection distance, then the current effective detection distance is the total effective detection distance; if the distance comparison result shows that the current mobile authorization distance is not greater than the total effective detection distance, then the current effective detection distance is the current mobile authorization distance.

[0064] Optionally, the angle adjustment determination module 804 is specifically used to: if the line type is a curve-only line, determine the adjustment angle of the sensing peripheral based on the line radius and line arc length of the curve-segment line contained in the line information; the line arc length of the curve-segment line is equal to the current effective detection distance.

[0065] Optionally, the angle adjustment determination module 804 is further configured to: if the line type is a combination of straight line segments and curved line segments, determine the adjustment angle of the sensing peripheral device based on the straight line segment length, curved line segment arc length, and curved line radius contained in the line information; the sum of the curved line segment arc length and the straight line segment length of the straight line segment is equal to the current effective detection distance.

[0066] Optionally, the angle adjustment determination module 804 is further configured to: if the line type is a line with only straight segments, then the angle adjustment strategy of the sensing peripheral is to determine the adjustment angle of the sensing peripheral as zero degrees.

[0067] The track-based detection perspective dynamic adjustment device provided in this embodiment of the invention can execute the track-based detection perspective dynamic adjustment method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method.

[0068] Figure 9 of Embodiment 4 illustrates a schematic diagram of an electronic device 90 that can be used to implement embodiments of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0069] As shown in Figure 9, the electronic device 90 includes at least one processor 91 and a memory, such as a read-only memory (ROM) 92 and a random access memory (RAM) 93, communicatively connected to the at least one processor 91. The memory stores computer programs executable by the at least one processor. The processor 91 can perform various appropriate actions and processes based on the computer program stored in the ROM 92 or loaded into the RAM 93 from storage unit 98. The RAM 93 can also store various programs and data required for the operation of the electronic device 90. The processor 91, ROM 92, and RAM 93 are interconnected via a bus 94. An input / output (I / O) interface 95 is also connected to the bus 94.

[0070] Multiple components in electronic device 90 are connected to I / O interface 95, including: input unit 96, such as keyboard, mouse, etc.; output unit 97, such as various types of displays, speakers, etc.; storage unit 98, such as disk, optical disk, etc.; and communication unit 99, such as network card, modem, wireless transceiver, etc. Communication unit 99 allows electronic device 90 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0071] Processor 91 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 91 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 91 performs the various methods and processes described above, such as the method for dynamically adjusting the detection perspective based on the track line.

[0072] In some embodiments, the method for dynamically adjusting the detection perspective based on a track line can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 98. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 90 via ROM 92 and / or communication unit 99. When the computer program is loaded into RAM 93 and executed by processor 91, one or more steps of the method for dynamically adjusting the detection perspective based on a track line described above can be performed. Alternatively, in other embodiments, processor 91 can be configured to perform the method for dynamically adjusting the detection perspective based on a track line by any other suitable means (e.g., by means of firmware).

[0073] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0074] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0075] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0076] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0077] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0078] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0079] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0080] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for dynamically adjusting the detection perspective based on a track line, characterized in that, include: The current effective detection distance is determined based on the train's current maximum operating speed, safety margin distance, emergency braking rate, and current authorized movement distance. Acquire vehicle-mounted electronic map information, and generate a three-dimensional electronic map based on the vehicle-mounted electronic map information and the current effective detection distance; Based on the three-dimensional electronic map and the current position of the train, the route data within the current effective detection distance range is determined; the route data includes route type and route information; based on the route type, a sensing peripheral angle adjustment strategy is determined, and based on the route information and the sensing peripheral angle adjustment strategy, the sensing peripheral adjustment angle is determined. The angle adjustment of the sensing peripheral is sent to the gimbal control module so that the gimbal control module can drive the peripheral device to dynamically adjust the detection scheduling angle based on the angle adjustment of the sensing peripheral.

2. The method according to claim 1, characterized in that, The step of determining the current effective detection distance based on the acquired maximum operating speed, safety margin distance, emergency braking rate, and current authorized movement distance during the current train operation includes: determining the distance required for emergency braking based on the maximum operating speed and the emergency braking rate; determining the total effective detection distance based on the distance required for emergency braking and the safety margin distance; comparing the total effective detection distance with the current authorized movement distance to obtain a distance comparison result; and determining the current effective detection distance based on the distance comparison result.

3. The method according to claim 2, characterized in that, The step of determining the current effective detection distance based on the distance comparison result includes: if the distance comparison result shows that the current mobile authorization distance is greater than the total effective detection distance, then the current effective detection distance is the total effective detection distance; if the distance comparison result shows that the current mobile authorization distance is not greater than the total effective detection distance, then the current effective detection distance is the current mobile authorization distance.

4. The method according to claim 1, characterized in that, The step of determining the sensing peripheral angle adjustment strategy based on the line type and determining the sensing peripheral adjustment angle based on the line information and the sensing peripheral angle adjustment strategy includes: if the line type is a curve-only line, then the sensing peripheral adjustment angle is determined based on the line radius and line arc length of the curve-segment line contained in the line information; the line arc length of the curve-segment line is equal to the current effective detection distance.

5. The method according to claim 1, characterized in that, The step of determining the sensing peripheral angle adjustment strategy based on the line type and determining the sensing peripheral adjustment angle based on the line information and the sensing peripheral angle adjustment strategy further includes: if the line type is a combination of straight line segments and curved line segments, then the sensing peripheral adjustment angle is determined based on the straight line segment length, curved line segment arc length, and curved line radius contained in the line information; the sum of the curved line segment arc length and the straight line segment length of the straight line segment is equal to the current effective detection distance.

6. The method according to claim 1, characterized in that, The step of determining the sensing peripheral angle adjustment strategy according to the line type, and determining the sensing peripheral adjustment angle based on the line information and the sensing peripheral angle adjustment strategy, further includes: if the line type is a line with only straight segments, then the sensing peripheral angle adjustment strategy is to determine the sensing peripheral adjustment angle as zero degrees.

7. A device for dynamically adjusting the detection angle based on a track line, characterized in that, include: The effective detection distance determination module is used to determine the current effective detection distance based on the highest operating speed, safety margin distance, emergency braking rate, and current authorized movement distance of the train during its current travel. The three-dimensional electronic map generation module is used to acquire onboard electronic map information and generate a three-dimensional electronic map based on the onboard electronic map information and the current effective detection distance. The route data determination module is used to determine the route data within the current effective detection distance range based on the current position of the train and the three-dimensional electronic map; the route data includes route type and route information. An angle adjustment determination module is used to determine the angle adjustment strategy of the sensing peripheral device according to the line type, and to determine the adjustment angle of the sensing peripheral device based on the line information and the angle adjustment strategy of the sensing peripheral device. The angle dynamic adjustment module is used to send the adjustment angle of the sensing peripheral to the gimbal control module, so that the gimbal control module can drive the peripheral device to dynamically adjust the detection scheduling angle based on the adjustment angle of the sensing peripheral.

8. An electronic device, characterized in that, The electronic device includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the dynamic adjustment method of the detection perspective based on the track line according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the method for dynamically adjusting the detection perspective based on any one of claims 1-6.

10. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method for dynamically adjusting the detection perspective based on a track line according to any one of claims 1-6.

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