1. A rail transit engineering vehicle operation control method is characterized by comprising the following steps:

acquiring first information and operation task information of a rail car, wherein the first information comprises position data and running state data of the rail car;

matching the first information with a map to obtain the specific position of the railcar in a road network;

processing the specific position of the rail car in the road network and the operation task information of the rail car to obtain operation plan information of the rail car;

and generating a driving path according to the operation plan information of the rail car, acquiring the speed limit data and the line occupation information of the driving path, and calculating to obtain the movement authorization information of the rail car according to the speed limit data and the line occupation information of the driving path.

2. The operation control method of the rail transit engineering vehicle according to claim 1, wherein the matching the first information with a map to obtain a specific position of the rail vehicle in a road network comprises:

calculating the running distance of the rail car according to the running state data, comparing the position data of the rail car with the running distance of the rail car, and judging whether the position data of the rail car is accurate or not;

and carrying out differential calculation on the position data of the rail car to obtain rail car position data with the accuracy of a decimeter level, and carrying out comparison matching on the position data of the rail car and a map to obtain the specific position of the rail car in a road network.

3. The method for controlling operation of a rail transit engineering vehicle according to claim 1, wherein the step of processing the specific position of the rail vehicle in the road network and the operation task information of the rail vehicle to obtain the operation plan information of the rail vehicle comprises:

sequencing the operation tasks of the rail car according to the application time of the operation tasks of the rail car to obtain an operation task sequencing table, and calculating to obtain an operation route of the rail car for executing the operation tasks according to the specific position of the rail car in a road network;

and distributing the rail cars according to the operation routes and the operation task sequencing list to obtain the operation plan information of the rail cars.

4. The rail transit work vehicle operation control method according to claim 1, wherein the transmitting the movement authorization information to a display screen of the rail vehicle and transmitting a command to voice-broadcast the movement authorization information of the rail vehicle, further comprises:

acquiring a ramp value of the driving path, a curve value of the driving path, the highest speed limit of the driving path and train performance parameters of the rail car;

processing the ramp value of the driving path, the curve value of the driving path, the highest speed limit of the driving path and the train performance parameters of the rail car to obtain the highest speed from the current position to the target position;

and setting the highest speed as a first threshold value, and sending a command for controlling the running speed of the rail car to be lower than the first threshold value.

5. A rail transit engineering vehicle operation control device is characterized by comprising:

the system comprises a first acquisition unit, a second acquisition unit and a control unit, wherein the first acquisition unit is used for acquiring first information and operation task information of the rail car, and the first information comprises position data and running state data of the rail car;

the first processing unit is used for matching the first information with a map to obtain the specific position of the railcar in a road network;

the second processing unit is used for processing the specific position of the rail car in the road network and the operation task information of the rail car to obtain the operation plan information of the rail car;

and the third processing unit is used for generating a driving path according to the operation plan information of the rail car, acquiring the speed limit data and the line occupation information of the driving path, and calculating to obtain the movement authorization information of the rail car according to the speed limit data and the line occupation information of the driving path.

6. The rail transit vehicle operation control device according to claim 5, characterized in that the device comprises:

the first processing subunit is used for calculating the running distance of the rail car according to the running state data, comparing the position data of the rail car with the running distance of the rail car and judging whether the position data of the rail car is accurate or not;

and the second processing subunit is used for carrying out differential calculation on the position data of the rail car to obtain rail car position data with the accuracy of a decimeter level, and carrying out comparison matching on the position data of the rail car and a map to obtain the specific position of the rail car in a road network.

7. The rail transit vehicle operation control device according to claim 5, characterized in that the device comprises:

the third processing subunit is used for sequencing the operation tasks of the rail car according to the application time of the operation tasks of the rail car to obtain an operation task sequencing table, and calculating an operation route of the rail car for executing the operation tasks according to the specific position of the rail car in a road network;

and the fourth processing subunit is used for distributing the rail car according to the operation route and the operation task sequencing list to obtain the operation plan information of the rail car.

8. The rail transit vehicle operation control device according to claim 5, characterized by further comprising:

the second acquisition unit is used for acquiring a ramp value of the driving path, a curve value of the driving path, the highest speed limit of the driving path and train performance parameters of the rail car;

the fourth processing unit is used for processing the ramp value of the driving path, the curve value of the driving path, the highest speed limit of the driving path and the train performance parameters of the rail car to obtain the highest speed from the current position to the target position;

and the fifth processing unit is used for setting the highest speed as a first threshold value and sending a command for controlling the running speed of the rail car to be lower than the first threshold value.

9. A rail transit engineering vehicle operation control apparatus, comprising:

a memory for storing a computer program;

a processor for implementing the steps of the rail transit vehicle operation control method according to any one of claims 1 to 6 when executing the computer program.

10. A readable storage medium, characterized by: the readable storage medium has stored thereon a computer program which, when being executed by a processor, implements the steps of the rail transit work vehicle operation control method according to any one of claims 1 to 6.

Background

The rail car operation is an important component of rail transportation production, relates to a plurality of factors such as locomotives, vehicles, communication, signals and the like, and requires multiple kinds of coordination and coordination of dispatchers, operation teams and locomotive drivers. The rail car is frequently started and stopped, is accompanied by larger starting acceleration and frequent multidirectional position movement, and has the characteristics of multiple points, wide range, strong randomness and high flexibility, so that the signal train control equipment suitable for the main train cannot be arranged. How to ensure the operation safety of the rail car and how to master the real-time state of the rail car and to dispatch the rail car in a centralized manner is always an urgent problem to be solved by the railway operation department.

Disclosure of Invention

The invention aims to provide a rail transit engineering vehicle monitoring method, a rail transit engineering vehicle monitoring device, rail transit engineering vehicle monitoring equipment and a readable storage medium, so as to solve the problems. In order to achieve the purpose, the technical scheme adopted by the invention is as follows:

in one aspect, the application provides a rail transit engineering vehicle monitoring method, which includes:

acquiring first information and operation task information of a rail car, wherein the first information comprises position data and running state data of the rail car;

matching the first information with a map to obtain the specific position of the railcar in a road network;

processing the specific position of the rail car in the road network and the operation task information of the rail car to obtain operation plan information of the rail car;

and generating a driving path according to the operation plan information of the rail car, acquiring the speed limit data and the line occupation information of the driving path, and calculating to obtain the movement authorization information of the rail car according to the speed limit data and the line occupation information of the driving path.

Optionally, the matching the first information with a map to obtain a specific position of the railcar in a road network includes:

calculating the running distance of the rail car according to the running state data, comparing the position data of the rail car with the running distance of the rail car, and judging whether the position data of the rail car is accurate or not;

and carrying out differential calculation on the position data of the rail car to obtain rail car position data with the accuracy of a decimeter level, and carrying out comparison matching on the position data of the rail car and a map to obtain the specific position of the rail car in a road network.

Optionally, the processing the specific position of the railcar in the road network and the operation task information of the railcar to obtain the operation plan information of the railcar includes:

sequencing the operation tasks of the rail car according to the application time of the operation tasks of the rail car to obtain an operation task sequencing table, and calculating to obtain an operation route of the rail car for executing the operation tasks according to the specific position of the rail car in a road network;

and distributing the rail cars according to the operation routes and the operation task sequencing list to obtain the operation plan information of the rail cars.

Optionally, the sending the mobile authorization information to a display screen of the railcar and sending a command for voice broadcasting the mobile authorization information of the railcar further includes:

acquiring a ramp value of the driving path, a curve value of the driving path, the highest speed limit of the driving path and train performance parameters of the rail car;

processing the ramp value of the driving path, the curve value of the driving path, the highest speed limit of the driving path and the train performance parameters of the rail car to obtain the highest speed from the current position to the target position;

and setting the highest speed as a first threshold value, and sending a command for controlling the running speed of the rail car to be lower than the first threshold value.

In a second aspect, the present application provides a rail transit engineering vehicle operation control apparatus, including:

the system comprises a first acquisition unit, a second acquisition unit and a control unit, wherein the first acquisition unit is used for acquiring first information and operation task information of the rail car, and the first information comprises position data and running state data of the rail car;

the first processing unit is used for matching the first information with a map to obtain the specific position of the railcar in a road network;

the second processing unit is used for processing the specific position of the rail car in the road network and the operation task information of the rail car to obtain the operation plan information of the rail car;

and the third processing unit is used for generating a driving path according to the operation plan information of the rail car, acquiring the speed limit data and the line occupation information of the driving path, and calculating to obtain the movement authorization information of the rail car according to the speed limit data and the line occupation information of the driving path.

Optionally, the apparatus comprises:

the first processing subunit is used for calculating the running distance of the rail car according to the running state data, comparing the position data of the rail car with the running distance of the rail car and judging whether the position data of the rail car is accurate or not;

and the second processing subunit is used for carrying out differential calculation on the position data of the rail car to obtain rail car position data with the accuracy of a decimeter level, and carrying out comparison matching on the position data of the rail car and a map to obtain the specific position of the rail car in a road network.

Optionally, the apparatus comprises:

the third processing subunit is used for sequencing the operation tasks of the rail car according to the application time of the operation tasks of the rail car to obtain an operation task sequencing table, and calculating an operation route of the rail car for executing the operation tasks according to the specific position of the rail car in a road network;

and the fourth processing subunit is used for distributing the rail car according to the operation route and the operation task sequencing list to obtain the operation plan information of the rail car.

Optionally, the apparatus comprises:

the second acquisition unit is used for acquiring a ramp value of the driving path, a curve value of the driving path, the highest speed limit of the driving path and train performance parameters of the rail car;

the fourth processing unit is used for processing the ramp value of the driving path, the curve value of the driving path, the highest speed limit of the driving path and the train performance parameters of the rail car to obtain the highest speed from the current position to the target position;

and the fifth processing unit is used for setting the highest speed as a first threshold value and sending a command for controlling the running speed of the rail car to be lower than the first threshold value.

In a third aspect, the embodiment of the application provides operation control of a rail transit engineering vehicle, and the equipment comprises a memory and a processor. The memory is used for storing a computer program; the processor is used for realizing the steps of the operation control method of the rail transit engineering vehicle when executing the computer program.

In a fourth aspect, the present application provides a readable storage medium, where a computer program is stored, and when the computer program is executed by a processor, the computer program implements the steps of the operation control method for a rail transit engineering vehicle.

The invention has the beneficial effects that:

the invention realizes the unified command and dispatching of the vehicles by uniformly compiling and managing the operation tasks and then specifically distributing the operation tasks to each rail vehicle, and controls and dispatches the vehicles in real time in the running process of the vehicles, thereby effectively ensuring the driving safety of the vehicles and improving the driving efficiency of the vehicles.

Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the embodiments of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic flow chart of a method for controlling operation of a rail transit engineering vehicle according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of an operation control device of a rail transit engineering truck according to an embodiment of the invention;

fig. 3 is a schematic structural diagram of an operation control device of a rail transit engineering truck according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures. Meanwhile, in the description of the present invention, the terms "first", "second", and the like are used only for distinguishing the description, and are not to be construed as indicating or implying relative importance.

Example 1

As shown in fig. 1, the present embodiment provides a rail transit working vehicle operation control method including step S1, step S2, step S3, and step S4.

Step S1, acquiring first information and operation task information of the rail car, wherein the first information comprises position data and running state data of the rail car;

step S2, matching the first information with a map to obtain the specific position of the rail car in a road network;

step S3, processing the specific position of the rail car in the road network and the operation task information of the rail car to obtain the operation plan information of the rail car;

and step S4, generating a driving path according to the operation plan information of the rail car, acquiring the speed limit data and the line occupation information of the driving path, and calculating to obtain the movement authorization information of the rail car according to the speed limit data and the line occupation information of the driving path.

In a specific embodiment of the disclosure, a Beidou satellite is used as a main positioning and speed measuring means, and a public network 4G/5G, a private network GSM-R/LTE and a Beidou short message are used as wireless transmission channels, so that safety protection and centralized scheduling of rail cars are realized.

It can be understood that in this step, the operation of the rail car is planned, the traveling path of the rail car is distributed, the centralized scheduling of the rail car is realized, and the movement authorization information of the rail car is obtained through calculation, so as to control the movement distance and the movement speed of the rail car.

In a specific embodiment of the present disclosure, the step S2 includes steps S21 and S22.

Step S21, calculating the running distance of the rail car according to the running state data, comparing the position data of the rail car with the running distance of the rail car, and judging whether the position data of the rail car is accurate or not;

and step S22, carrying out differential calculation on the position data of the rail car to obtain rail car position data with the accuracy of a decimeter level, and carrying out comparison matching on the position data of the rail car and a map to obtain the specific position of the rail car in a road network.

In a specific embodiment of the disclosure, the positioning mode is mainly Beidou satellite positioning, beacon positioning is assisted in a sheltering area, and a vehicle-mounted speed sensor is used for verification. The precision of the operation of the rail car in the road network is decimeter level, a decimeter level Beidou satellite RTD differential positioning module is configured on the car, and a differential positioning service function is opened in the whole network. The vehicle-mounted equipment can be adaptively switched among 3 modes of Beidou satellite positioning, beacons and speed sensors and mutually checked. And reporting the vehicle positioning result to the road network center according to the set frequency.

It can be understood that the operation precision of the rail car is improved through differential calculation in the step, and the operation precision is reported to the road network center.

In a specific embodiment of the present disclosure, the step S3 includes steps S31 and S32.

Step S31, sequencing the operation tasks of the rail car according to the application time of the operation tasks of the rail car to obtain an operation task sequencing table, and calculating to obtain an operation route of the rail car for executing the operation tasks according to the specific position of the rail car in a road network;

and step S32, distributing the rail cars according to the operation routes and the operation task sequencing list to obtain the operation plan information of the rail cars.

It can be understood that the step is performed by planning the operation tasks of the railcars and then distributing the planned operation routes to the display devices of the railcars.

In a specific embodiment of the present disclosure, the step S4 is followed by step S5, step S6 and step S7.

Step S5, acquiring a ramp value of the driving path, a curve value of the driving path, the highest speed limit of the driving path and train performance parameters of the rail car;

step S6, processing the ramp value of the driving path, the curve value of the driving path, the highest speed limit of the driving path and the train performance parameters of the rail car to obtain the highest speed from the current position to the target position;

and step S7, setting the highest speed as a first threshold value, and sending a command for controlling the running speed of the rail car to be lower than the first threshold value.

It can be understood that in this step, by obtaining values of the driving path and performance parameters of the rail car, and by processing the values and parameters, the maximum speed of the rail car for running a safe speed on the rail car is obtained, and then the maximum speed is sent to a driver, so that the driver can control the speed.

In a specific embodiment of the present disclosure, the step S4 is followed by step S8, step S9 and step S10.

Step S8, acquiring vehicle running state information of the rail vehicle;

step S9, judging whether the rail car normally runs or not according to the vehicle running state information of the rail car, if the rail car does not normally run, controlling the rail car to brake emergently, and marking the running route of the rail car as a forbidden route;

and step S10, sending the forbidden line to display equipment of other railcars, and sending a command for a maintenance worker to check the railcars which do not normally run to communication equipment of the maintenance worker.

It can be understood that in this step, the railcar is monitored, the vehicle state of the railcar is judged, if the vehicle state is judged to have a problem, a maintenance worker is notified to maintain and troubleshoot the problem, and the position of the railcar is marked as a no-go road section, so that safety accidents and delay of working time are prevented.

In a specific embodiment of the present disclosure, the step S4 is followed by step S11, step S12, step S13 and step S14.

Step S11, acquiring new job task information, position information of at least one idle rail car and forbidden range information of the rail car;

step S12, processing the new job task information and the position information of at least one idle rail car to obtain a distance ranking chart of the idle rail car to a task place;

step S13, processing the forbidden range information of the rail car and the distance ranking chart to obtain the distance ranking chart which does not pass through the forbidden range of the rail car, and arranging a new operation task for the free rail car according to the distance ranking chart of the forbidden range of the rail car;

and step S14, sending the new job task to the display equipment of the rail car, and sending a command for prompting a driver to start executing the task by voice.

It can be understood that this step is to intensively schedule the railcars, and plan the running route of the railcars before scheduling the railcars, prevent passing through forbidden ranges, guarantee the working efficiency of the railcars, and inform drivers to start executing tasks and to travel according to the route to quickly reach the working area.

Example 2

As shown in fig. 2, the present embodiment provides a rail transit engineering vehicle operation control device, which includes a first acquiring unit 701, a first processing unit 702, a second processing unit 703 and a third processing unit 704.

A first obtaining unit 701, configured to obtain first information and operation task information of a rail car, where the first information includes position data and operation state data of the rail car;

a first processing unit 702, configured to match the first information with a map, so as to obtain a specific position of the railcar in a road network;

a second processing unit 703, configured to process the specific position of the railcar in the road network and the operation task information of the railcar, to obtain operation plan information of the railcar;

and the third processing unit 704 is configured to generate a driving path according to the operation plan information of the railcar, acquire the speed limit data and the line occupation information of the driving path, and calculate to obtain the movement authorization information of the railcar according to the speed limit data and the line occupation information of the driving path.

In a specific embodiment of the present disclosure, the apparatus comprises a first processing subunit 7021 and a second processing subunit 7022.

The first processing subunit 7021 is configured to calculate a running distance of the railcar according to the running state data, compare the position data of the railcar with the running distance of the railcar, and determine whether the position data of the railcar is accurate;

and a second processing subunit 7022, configured to perform differential calculation on the position data of the railcar to obtain railcar position data with a precision of a decimeter level, and perform contrast matching on the position data of the railcar and a map to obtain a specific position of the railcar in a road network.

In a specific embodiment of the present disclosure, the apparatus comprises a third processing subunit 7031 and a fourth processing subunit 7032.

A third processing subunit 7031, configured to sort the work tasks of the railcar according to the application time of the work task of the railcar to obtain a work task sorting table, and calculate an operation route of the railcar for executing the work task according to a specific position of the railcar in a road network;

and a fourth processing subunit 7032, configured to allocate the railcar according to the operation route and the operation task ranking table, to obtain the railcar operation plan information.

In a specific embodiment of the present disclosure, the apparatus further includes a second obtaining unit 705, a fourth processing unit 706, and a fifth processing unit 707.

A second obtaining unit 705, configured to obtain a ramp value of the driving path, a curve value of the driving path, a maximum speed limit of the driving path, and a train performance parameter of the railcar;

a fourth processing unit 706, configured to process the ramp value of the driving path, the curve value of the driving path, the maximum speed limit of the driving path, and the train performance parameter of the railcar to obtain a maximum speed from the current position to the target position;

a fifth processing unit 707, configured to set the highest speed as a first threshold, and send a command to control the running speed of the rail car to be lower than the first threshold.

In a specific embodiment of the present disclosure, the apparatus further includes a third obtaining unit 708, a sixth processing unit 709, and a first sending unit 710.

A third obtaining unit 708, configured to obtain vehicle operating state information of the railcar;

a sixth processing unit 709, configured to determine whether the railcar normally operates according to vehicle operation state information of the railcar, control emergency braking of the railcar if the railcar does not normally operate, and mark an operation route of the railcar as a no-go route;

the first sending unit 710 is configured to send the forbidden line to display devices of other railcars, and send a command for a maintenance worker to check the railcar that is not operating normally to a communication device of the maintenance worker.

In a specific embodiment of the present disclosure, the apparatus further includes a fourth obtaining unit 711, a seventh processing unit 712, an eighth processing unit 713, and a second sending unit 714.

A fourth acquiring unit 711 for acquiring new job task information, position information of at least one free railcar, and the railcar prohibiting range information;

a seventh processing unit 712, configured to process the new job task information and the position information of at least one idle railcar, to obtain a distance ranking map from the idle railcar to a task location;

an eighth processing unit 713, configured to process the railcar forbidden range information and the distance ranking map to obtain a distance ranking map that does not pass through the railcar forbidden range, and arrange a new job task for the idle railcar according to the distance ranking map of the railcar forbidden range;

a second sending unit 714, configured to send the new job task to the railcar display device, and send a command for performing voice prompt to a driver to start executing the task.

Example 3

Corresponding to the above method embodiment, the embodiment of the present disclosure further provides a rail transit engineering vehicle operation control device, and the rail transit engineering vehicle operation control device described below and the rail transit engineering vehicle operation control method described above may be referred to in correspondence with each other.

Fig. 3 is a block diagram illustrating a rail transit machineshop car operation control apparatus 800 according to an exemplary embodiment. As shown in fig. 3, the rail transit engineering vehicle operation control apparatus 800 may include: a processor 801, a memory 802. The rail transit vehicle operation control apparatus 800 may further include one or more of a multimedia component 803, an input/output (I/O) interface 804, and a communication component 805.

The processor 801 is configured to control the overall operation of the rail transit work vehicle operation control apparatus 800, so as to complete all or part of the steps in the rail transit work vehicle operation control method. The memory 802 is used to store various types of data to support the operation of the rail transit vehicle operation control apparatus 800, which may include, for example, instructions for any application or method operating on the rail transit vehicle operation control apparatus 800, as well as application-related data such as contact data, transceived messages, pictures, audio, video, and so forth. The Memory 802 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk or optical disk. The multimedia components 803 may include screen and audio components. Wherein the screen may be, for example, a touch screen and the audio component is used for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may further be stored in the memory 802 or transmitted through the communication component 805. The audio assembly also includes at least one speaker for outputting audio signals. The I/O interface 804 provides an interface between the processor 801 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 805 is used for performing wired or wireless communication between the rail transit engineering vehicle operation control device 800 and other devices. Wireless communication, such as Wi-Fi, bluetooth, Near Field Communication (NFC), 2G, 3G, or 4G, or a combination of one or more of them, so that the corresponding communication component 805 may include: Wi-Fi module, bluetooth module, NFC module.

In an exemplary embodiment, the rail transit truck operation control Device 800 may be implemented by one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors or other electronic components, for executing one of the above-mentioned rail transit truck operation control methods.

In another exemplary embodiment, a computer readable storage medium comprising program instructions is also provided, which when executed by a processor implement the steps of the rail transit vehicle operation control method described above. For example, the computer readable storage medium may be the above-mentioned memory 802 including program instructions which are executable by the processor 801 of the rail transit vehicle operation control apparatus 800 to perform the above-mentioned rail transit vehicle operation control method.

Example 4

Corresponding to the above method embodiment, the embodiment of the present disclosure further provides a readable storage medium, and a readable storage medium described below and a rail transit engineering vehicle operation control method described above may be referred to correspondingly.

A readable storage medium, on which a computer program is stored, and when being executed by a processor, the computer program implements the steps of the operation control method of the rail transit engineering vehicle according to the above method embodiment.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.