A kind of early warning method for railway driving safety protection

Abstract

The present invention provides an early warning method for railway driving safety protection, comprising the steps of: S1, obtaining an early warning target in front of a train and determining an early warning type; S2, based on a plurality of key time points on a path from the train to the early warning target, dividing the path into a plurality of areas in sequence along the direction from the train to the target, each area having a corresponding early warning level; S3, setting a corresponding risk factor for the target based on the early warning type of the target, and calculating the early warning priority of the target based on the early warning level of the area where the target is located and the risk factor of the target; S4, calculating the early warning risk value of the target based on the early warning priority of the target and the relative speed between the train and the target, selecting and sorting the early warning risk values ​​greater than zero, and sending early warning information of the corresponding early warning target to an on-board early warning terminal in sequence based on the sorting result; the train adjusts the vehicle speed and / or sounds a whistle to warn based on the received early warning information.

Description

Technical Field

[0001] The present invention relates to the technical field of railway driving safety control, and in particular to an early warning method for railway driving safety protection. Background Art

[0002] How to effectively ensure railway driving safety has always been the top priority of railway transportation organization work. According to the current railway driving organization rules, locomotive drivers rely on ground signals, locomotive signals or on-board warning terminals (DMI) to determine whether driving is allowed. When the station attendant arranges the train route or shunting route according to the plan, the signal ahead is open and driving is allowed. The locomotive operation mode is divided into train mode and shunting mode. In train mode, if the train control ATP (automatic train protection subsystem) system is installed, overspeed protection can be automatically performed to ensure driving safety; in shunting mode, if the STP (wireless shunting locomotive signal and monitoring system) shunting protection system is installed, the system can automatically identify the status of the signal ahead, and calculate the speed limit curve to the ahead stop point based on the train tracking position and other information, so as to realize the control of the locomotive anti-over-advance signal. In addition, there is also a safety protection warning system for railway on-track construction or inspection operations. By equipping on-track personnel with mobile positioning and warning terminals, the personnel's location status can be monitored in real time. When a train approaches, an advance warning will be given to notify the driver to get off the track to avoid it. At the same time, an on-board warning terminal will be installed in the locomotive cab to remind the driver that there are workers or construction work electronic fence areas ahead.

[0003] However, in reality, it is not uncommon for the signal system to be unable to effectively determine the driving safety status in a timely manner. For example, there are inspection or construction personnel in front of the train who fail to get off the road in time to avoid it, or there are natural disasters such as landslides and collapses in mountainous areas that cause line failures and make it impossible to drive, and foreign objects intrude into the railway limits, or there are situations where trackside personnel or foreign objects move relative to the train and may enter the track at any time. In response to these situations, the current technical solutions for on-site safety protection include: installing sensor equipment such as trackside or on-board cameras to monitor in real time whether there are foreign objects invading the limits, or using drones to cruise and shoot monitoring, and when abnormal conditions are found, timely sending warning information to the station attendant or driver.

[0004] However, current technical solutions are often independent of the railway signal system. The warning information received by the driver may conflict with the railway signal system. In the event of an emergency, it cannot be linked with the railway signal system, which may affect the driver's ability to make timely and effective judgments and pose certain safety hazards.

[0005] In summary, it is necessary to design a railway driving safety protection warning method to organically combine the warning information outside the railway signal system with the signal system, to achieve a unified, safe and efficient on-board warning function that can cope with a variety of complex situations, thereby ensuring driving safety. Summary of the invention

[0006] The purpose of the present invention is to provide an early warning method for railway traffic safety protection. The method establishes a multi-system linkage mechanism based on vehicle-mounted and personnel early warning equipment, video image recognition equipment and existing train control systems for protecting traffic safety (such as STP, ATP), realizes the human-computer interaction function of traffic safety protection early warning, can cope with various complex situations, and ensure train traffic safety.

[0007] In order to achieve the above object, the present invention provides an early warning method for railway driving safety protection, comprising the steps of:

[0008] S1. Obtain a warning target ahead of the train and determine the warning type of the warning target;

[0009] S2. Based on multiple key time points on the path from the train to the warning target, the path is divided into multiple areas in sequence along the direction from the train to the target; if the target intrudes the limit, the multiple areas include: a prompt area, a warning area, and a braking area; if the target does not intrude the limit, the multiple areas include: a prompt area, a warning area, and a vigilance area; the warning levels of the prompt area, the warning area, the vigilance area, and the braking area gradually increase;

[0010] S3. Setting a corresponding risk factor for the target based on the warning type of the target; calculating the warning priority of the target based on the warning level of the area where the target is located and the risk factor of the target;

[0011] S4. Calculate the warning risk value of the target based on the warning priority of the target and the relative speed between the train and the target; select the warning risk values ​​greater than zero and sort them, and send the warning information of the corresponding warning targets to the on-board warning terminal in sequence based on the sorting results; the train adjusts the speed and / or sounds the whistle to warn based on the received warning information.

[0012] Optionally, the warning types include: train, personnel, electronic fence, track area obstacle, and closing signal;

[0013] The trains include trains with early warning equipment installed and trains without early warning equipment installed;

[0014] The personnel include those equipped with early warning terminals and those not equipped with early warning terminals;

[0015] The electronic fence includes: an open electronic fence that allows trains to pass through and a closed electronic fence that does not allow trains to pass through;

[0016] The track area obstacles include people and objects that intrude within a set distance range ahead of the train.

[0017] The closing signal includes a closing signal that prohibits trains from passing.

[0018] Optionally, in step S2, the multiple key time points include:

[0019] The first time point is the time point at which the driver is prompted that there is a warning target ahead before the warning begins; with the current time as the origin, the value of the first time point on the time axis is Tc;

[0020] The second time point is the time point at which the warning starts; taking the current time as the origin, the value of the second time point on the time axis is Tb; Tb>Tc;

[0021] The third time point is the time point when the train starts braking; taking the current time as the origin, the value of the third time point on the time axis is Ta; Ta-Tb>t1, t1 is the set duration;

[0022] The fourth time point is the time point when the train speed drops to the set speed value; taking the current time as the origin, the value of the fourth time point on the time axis is Tu, Tu>Ta; when the warning target infringes the limit, the set speed value is zero;

[0023] The fifth time point, with the current time as the origin, the value of the fifth time point on the time axis is Tx1; the fifth time point is the time point when the train speed is expected to drop to zero; Tx1-Tu=U; U represents the redundant time reserved for train braking;

[0024] The sixth time point indicates the time point when the train arrives at the location of the warning target that has not violated the limit; taking the current time as the origin, the value of the sixth time point on the time axis is Tx2; Tx2>Tu.

[0025] Optionally, the distance traveled by the train between the first time point and the second time point belongs to the prompt area; the distance traveled by the train between the second time point and the third time point belongs to the early warning area; when the early warning target violates the limit, the distance traveled by the train between the third time point and the fifth time point belongs to the braking area; when the early warning target does not violate the limit, the distance traveled by the train between the third time point and the sixth time point belongs to the alert area.

[0026] Optionally, let k represent the warning urgency of the target, k is an integer in the range of [1,4]; the larger k is, the higher the warning level is, and the warning urgency of the braking zone, alert zone, warning zone, and prompt zone are 4, 3, 2, and 1, respectively.

[0027] Optionally, in step S3, the risk coefficient h is a decimal in the range of (0,1), and the larger h is, the greater the possibility of an accident and the impact after the accident; the risk coefficients of the closed electronic fence entrance, closing signal, personnel equipped with early warning terminals, open electronic fence entrance, trains equipped with early warning terminals, and open electronic fence exit increase in sequence; the risk coefficients of obstacles in the track area and the closed electronic fence entrance are the same.

[0028] Optionally, let p represent the warning priority of the target, p = h*k.

[0029] Optionally, let H(i) represent the warning risk value of the i-th target, Among them, u(i) represents the speed of the i-th warning target relative to the train, L(i) represents the distance between the i-th warning target and the train, p(i) and p(j) represent the warning priorities of the i-th and j-th warning targets respectively, and n is the total number of warning targets.

[0030] Optionally, sending the warning information of the corresponding warning target to the vehicle-mounted warning terminal in sequence based on the sorting result in step S4 includes: if the warning risk value of the warning target is less than or equal to zero, not sending the warning information of the warning target.

[0031] Optionally, the sending of warning information corresponding to the warning target to the vehicle-mounted warning terminal in sequence based on the sorting result in step S4 further includes:

[0032] For multiple warning targets whose warning risk values ​​are all greater than zero, warning information for the warning target with a higher warning urgency will be sent first; if the warning urgency is the same, warning information for the target with a higher warning risk value will be sent first.

[0033] Optionally, when the warning urgency level corresponding to the target is 3, the warning information of the target includes a deceleration instruction, and the train reduces the speed to below the preset speed based on the deceleration instruction; when the warning urgency level corresponding to the target is 4, the warning information of the target includes a braking instruction, and the train brakes to stop based on the braking instruction; when the warning urgency level corresponding to the target is 1 or 2, the speed is not adjusted.

[0034] Optionally, in step S4, the onboard warning terminal of the train also cyclically voice broadcasts the warning information of each warning target; based on the warning urgency of the warning target, the time interval between two adjacent voice broadcasts of the warning target is determined.

[0035] Optionally, in step S4, the warning information of the warning target with a high warning urgency is broadcasted first; if the warning urgency is the same, the warning information of the warning target with a high warning risk value is broadcasted first.

[0036] Compared with the prior art, the present invention has the following beneficial effects:

[0037] 1) The present invention establishes a multi-system linkage mechanism based on vehicle-mounted and personnel warning equipment, video image recognition equipment and existing train control systems for protecting driving safety (such as STP, ATP), and combines human-computer interaction to realize driving safety protection warning. The present invention can cope with a unified, safe and efficient vehicle-mounted warning function in a variety of complex situations, thereby ensuring driving safety.

[0038] 2) The present invention comprehensively considers various types of warning targets ahead of the train, uniformly generates warning information, and solves the problem of inconsistent warning processes and processing methods for different types of warning targets.

[0039] 3) The closed signal ahead is included in the warning target type to avoid conflicts between the driving instructions of the signal system and the warning instructions of the non-signal system, thus ensuring safe driving for the driver.

[0040] 4) The early warning method of the present invention is compatible with shunting mode and train mode, and does not require special operations, thereby improving the applicability of the early warning method in various operating scenarios.

[0041] 5) The present invention takes into account the mobility factor of the warning target, and incorporates the relative moving speed of the warning target and the train into the warning system by calculating the warning risk value, thereby improving the reliability of the warning method.

[0042] 6) The present invention is linked with the existing train control system, supports the deceleration or braking function of the train in emergency situations, supports application in the train automatic driving system, and has strong scalability. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solution of the present invention, the following briefly introduces the drawings required for the description. Obviously, the drawings described below are an embodiment of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work:

[0044] Figure 1 , Figure 2 It is a flow chart of the railway driving safety protection early warning method of the present invention;

[0045] Figure 3 A schematic diagram of two warning target points of an open electronic fence;

[0046] Figure 4 It is a schematic diagram of the warning target points of the closed electronic fence;

[0047] Figure 5 This is a curve relationship diagram between the warning level of each area and the train speed when the warning target intrudes the limit in the present invention.

[0048] Figure 6 This is a curve relationship diagram between the warning level of each area and the train speed when the warning target does not invade the limit in the present invention.

[0049] Figure 7 This is a schematic diagram of the position relationship between a train and each warning target in Embodiment 1 of the present invention. DETAILED DESCRIPTION

[0050] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0051] It should be understood that when used in this specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or groups thereof.

[0052] It should also be understood that the terms used in this application specification are only for the purpose of describing specific embodiments and are not intended to limit the application. As used in this application specification and the appended claims, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are intended to include plural forms.

[0053] It should be further understood that the term “and / or” used in the specification and appended claims refers to any combination and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0054] As used in this specification and the appended claims, the term "if" may be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrases "if it is determined" or "if [described condition or event] is detected" may be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]," depending on the context.

[0055] In addition, in the description of the present application, the terms "first", "second", "third", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0056] The present invention provides an early warning method for railway driving safety protection, such as Figure 1As shown, it includes the steps:

[0057] S1. Obtain a warning target in front of the train and determine the warning type of the warning target.

[0058] In this embodiment, the warning types include five categories: train, personnel, electronic fence, track area obstacle, and closed signal.

[0059] Among them, trains are divided into two categories according to whether early warning equipment is installed: trains Ty with early warning equipment installed and trains Tn without early warning equipment installed.

[0060] According to whether they are equipped with early warning equipment, personnel are divided into two categories: personnel Py equipped with early warning terminals and personnel Pn not equipped with early warning terminals.

[0061] Depending on whether trains are allowed to pass through, electronic fences are divided into two categories: open electronic fence KA (allowing trains to pass through) and closed electronic fence FA (not allowing trains to pass through). Operation scenarios that require the setting of electronic fences include but are not limited to: setting up construction areas before electrical or engineering construction work; and setting up train inspection work track areas by train inspection personnel before train inspection work.

[0062] Since the electronic fence has a large length, the intersection of the electronic fence and the center line of the track where the train is located is used as the warning target point. The warning of the electronic fence is realized based on the warning of the warning target point. Figure 3 As shown in FIG. 1 , for an open electronic fence KA, the warning target point before the train enters the electronic fence KA is the electronic fence entrance KAin, and the warning target point after the train enters the open electronic fence KA is the electronic fence exit KAout. Figure 4 As shown, for the closed electronic fence FA, there is only one warning target point in front of the train, namely, the electronic fence entrance FAin.

[0063] The track area obstacles (abbreviated as Obs) include people and objects that intrude within the set distance range in front of the train, including but not limited to people (including personnel Py equipped with early warning terminals and personnel Pn not equipped with early warning terminals), vehicles (including trains Ty with early warning equipment installed and trains Tn without early warning equipment installed) and other foreign objects.

[0064] The closing signals include red lights, blue lights, earth barriers and other closing signals that prohibit trains from crossing, referred to as Fs.

[0065] S2. Based on multiple key time points on the path from the train to the warning target, the path is divided into multiple areas in sequence along the direction from the train to the target; if the target intrudes, the multiple areas include: prompt area, warning area, braking area; if the target does not intrude, the multiple areas include: prompt area, warning area, alert area; the warning levels of the prompt area, warning area, alert area, and braking area gradually increase. We define the warning levels of the prompt area, warning area, alert area, and braking area as C, B, B+, and A, respectively.

[0066] like Figure 5 , Figure 6 As shown, the multiple key time points include the first to sixth time points.

[0067] The first time point is the time point at which the driver is prompted that there is a warning target ahead before the warning begins. Taking the current time as the origin, the value of the first time point on the time axis is Tc. The value of Tc can be set according to actual needs, and the present invention does not limit it.

[0068] The second time point is the time point at which the warning starts, and the train can receive the warning information from the second time point. Taking the current time as the origin, the value of the second time point on the time axis is Tb, and Tb>Tc.

[0069] The third time point is the time point when the train starts braking. Taking the current time as the origin, the value of the third time point on the time axis is Ta; Ta-Tb>t1, t1 is the set duration, which is determined according to actual needs. In a preferred embodiment, t1≥30s. t1 is the amount of time reserved for the driver or ground personnel before the train starts to decelerate or brake, which is used to process the received warning information.

[0070] The fourth time point is the time point when the train speed drops to the set speed value. Taking the current time as the origin, the value of the fourth time point on the time axis is Tu, Tu>Ta. Figure 5 As shown in FIG. 1 , when the warning target intrudes the limit, the set speed value is zero. Figure 6 As shown, when the warning target does not violate the limit, the train speed value V1 is reduced to the set speed value V2.

[0071] like Figure 5 As shown, with the current time as the origin, the value of the fifth time point on the time axis is Tx1, and the fifth time point is the time point when the train speed is expected to drop to zero, Tx1-Tu = U. Considering factors such as driver reaction delay, communication delay and safety distance, redundant time U is reserved for train braking.

[0072] like Figure 6As shown, the sixth time point is the time point when the train arrives at the location of the warning target without infringing the limit. Taking the current time as the origin, the value of the sixth time point on the time axis is Tx2; Tx2>Tu.

[0073] like Figure 5 , Figure 6 As shown, the distance traveled by the train between the first time point and the second time point belongs to the prompt area. The distance traveled by the train between the second time point and the third time point belongs to the warning area. When the warning target infringes the limit, the distance traveled by the train between the third time point and the fifth time point belongs to the braking area. When the warning target does not infringe the limit, the distance traveled by the train between the third time point and the sixth time point belongs to the alert area.

[0074] like Figure 5 , Figure 6 The specific meanings of each warning level are as follows:

[0075] (1) Warning Level C

[0076] When there is a warning target (not necessarily intruding the limit) ahead of the train, the train enters the warning area at time Tc, corresponding to warning level C.

[0077] (2) Warning Level B

[0078] When there is a warning target (not necessarily intruding the limit) in front of the train, the train enters the warning area at time Tb, corresponding to warning level B.

[0079] (3) Warning level B+

[0080] When there is a warning target in front of the train (not violating the limit), in order to prevent the target from violating the limit, the train starts to decelerate to V2 at time Ta, and arrives at the location of the warning target at time Tx2. Between time Ta and time Tx2, the train is in the alert zone, corresponding to the warning level B+.

[0081] (4) Warning Level A

[0082] When there is a warning target (limit intrusion) in front of the train, the train starts braking from time Ta and stops at time Tu. During this period, the train is in the braking zone, corresponding to warning level A.

[0083] Let k represent the warning urgency of the target, k is an integer in the range of [1,4], and k represents the level of warning level of each area. The larger k is, the higher the warning level is. The warning urgency of the braking area, the alert area, the warning area, and the prompt area are 4, 3, 2, and 1 respectively.

[0084] S3. Setting a corresponding risk factor for the target based on the warning type of the target; calculating the warning priority of the target based on the warning level of the area where the target is located and the risk factor of the target;

[0085] The risk factor h is a decimal in the range of (0,1). The greater the value of h, the greater the possibility of an accident and the impact after the accident. In this embodiment, the risk factors of the closed electronic fence entrance FAin, the closing signal, the personnel Py equipped with the early warning terminal, the open electronic fence entrance KAin, the train Ty equipped with the early warning terminal, and the open electronic fence exit KAout increase in sequence; the risk factor of the track area obstacle is the same as that of the closed electronic fence entrance FAin.

[0086] Let p represent the warning priority of the target, p = h*k; h is the danger factor of the target, and k is the warning urgency of the target. The larger p is, the more priority the driver or ground personnel need to handle it.

[0087] S4. Calculate the warning risk value of the target based on the warning priority of the target and the relative speed between the train and the target; select the warning risk values ​​greater than zero and sort them in order from large to small, and send the warning information of the corresponding warning target to the on-board warning terminal in sequence based on the sorting results; the train adjusts the speed and / or sounds the whistle to warn based on the received warning information.

[0088] Considering that the warning target point may be a non-stationary object, its relative speed with the train is u, and the train running direction is assumed to be the positive direction. When u is positive, the relative distance between the train and the target gradually decreases, and the faster the speed, the higher the risk; when u is 0, the train and the target are relatively stationary; when u is negative, the relative distance between the train and the target gradually increases, and the faster the speed, the lower the risk. In the present invention, a warning risk value is defined for the target, which is related to u. The higher the warning risk value of the target, the more priority it needs to be handled.

[0089] When there are n warning targets ahead of the train, the warning risk value of the i-th warning target is recorded as H(i):

[0090] Among them, u(i) represents the speed of the i-th warning target relative to the train, L(i) represents the distance between the i-th warning target and the train, and p(i) and p(j) represent the warning priorities of the i-th and j-th warning targets respectively.

[0091] There are two situations in which warning information is sent:

[0092] (1) n = 1, let H be the warning risk value of the warning target, and u be the relative speed between the warning target and the train.

[0093] If H<0, that is, u<0, the relative distance between the train and the target gradually increases, and there is no need to send a warning message to the driver;

[0094] If H = 0, that is, u = 0, the train and the target are relatively stationary, and there is no need to send warning information to the driver;

[0095] If H>0, that is, u>0, the relative distance between the train and the target gradually decreases, and there is a risk of collision. The warning level is determined according to the warning urgency of the warning target, and the corresponding warning information is sent to the driver.

[0096] (2)n>1

[0097] If the warning risk value of the warning target is less than or equal to zero, it means that the relative speed between the warning target and the train is less than or equal to zero, and there is no need to send the warning information of the warning target to the driver. Therefore, only the warning risk values ​​greater than zero are selected and sorted. The warning information of the target with a high warning urgency is sent to the train first; if the warning urgency is the same, the warning information of the target with a high warning risk value is sent first.

[0098] The target warning information content is determined by the corresponding warning urgency k, and the train takes corresponding actions based on the received warning information:

[0099] (1) When k=4, the warning level is A, the train is in the braking zone, and the warning signal sent to the train contains a braking command, and the train brakes and stops based on the braking command. The on-board warning terminal cyclically broadcasts the warning information of the target by voice, and the broadcasting period is T1.

[0100] (2) When k=3, the warning level is B+, the train is in the alert zone, and the warning information sent to the train includes a deceleration instruction. The train reduces its speed to below the preset speed based on the deceleration instruction. The on-board warning terminal cyclically broadcasts the warning information of the target, and the broadcasting period T2>T1.

[0101] (3) When k=2, the warning level is B, the train is in the warning area, the speed does not change, and the onboard warning terminal broadcasts the warning information of the target in a loop, and the broadcast period T3>T2.

[0102] (4) When k=1, the warning level is C, the train is in the warning area, the speed does not change, and the on-board warning terminal broadcasts the warning information of the target in a loop voice, and the broadcast period T4>T3.

[0103] In the present invention, the time interval between two adjacent voice broadcasts of the warning target is determined based on the warning urgency of the warning target. The higher the warning urgency, the shorter the time interval. And the warning information of the warning target with a high warning urgency is broadcasted first; if the warning urgency is the same, the warning information of the warning target with a high warning risk value is broadcasted first.

[0104] Example 1

[0105] As Figure 7 shown, the train (installed with an on-vehicle warning terminal) departs from Station A towards Station B at a speed of v1. After the construction team sets up an open-type electronic fence in the target area of the A-B section, they start construction on the track. The track inspector X1 (carrying warning equipment) starts patrolling along the main line towards Station A at Station B as planned at a speed of v3. Subsequently, a person X2 within the construction team (not carrying warning equipment) moves towards Station B from the electronic fence area at a speed of v2.

[0106] When the train enters the section and runs at a constant speed of 40 km / h, it receives 1 warning message through the on-vehicle warning terminal. The warning target type is the entrance of the open-type electronic fence. It is calculated that Tc = 20 s, Tb = 50 s, Ta = 80 s, indicating that if the train continues to run at a constant speed, it will enter the prompt area after 20 seconds, start warning after 50 s, and start decelerating after 80 s.

[0107] After 20 s, the on-vehicle warning terminal broadcasts a voice prompt for approaching construction ahead. At this time, the warning level is C; then it runs for 30 s, and the on-vehicle warning terminal broadcasts a warning for approaching construction ahead. At this time, the warning level is B, and the broadcast cycle is shortened. At this time, the construction personnel inside the electronic fence receive a warning message that the train is approaching and prepare to get off the track to avoid; after 30 s, all personnel get off the track, the train enters the vigilant area, the warning level is B+, and the on-vehicle warning terminal prompts the driver to decelerate, and the speed is reduced to 30 km / h.

[0108] After the train safely passes through the electronic fence area, there are 2 warning targets ahead: one is that the construction worker X2 is found to be trespassing through the image recognition warning equipment, the warning level is B, the relative speed u2 = 25 km / h, and the relative distance L2 = 180 m; the other is that the track inspector X1 is found to be trespassing through the real-time positioning of the handheld warning equipment, the warning level is B, the relative speed u1 = 35 km / h, and the relative distance L1 = 240 m. Assuming the danger coefficients h1 = 0.6, h2 = 0.8, and the warning levels are both B, then the warning urgency k1 = k2 = 2. It is calculated that the warning risk value H1 of X1 = 35 * 0.6 / (240 * 1.4), and the warning risk value H2 of X2 = 25 * 0.8 / (180 * 1.4). Since H1 < H2, the DMI preferentially broadcasts the warning information corresponding to X2, and then broadcasts the warning information corresponding to X1.

[0109] After receiving the approaching train warning through the handheld warning device, the trackwalker X1 gets off the track to avoid, and its risk coefficient is reduced to h1 = 0.2. Since the construction worker X2 cannot receive the approaching train information because they do not carry a warning device and is still in the encroaching state, the risk coefficient remains unchanged, h2 = 0.8. At this time, the warning level of the train relative to the two people is still B, the relative speed remains unchanged, and the relative positions are L1 = 220m and L2 = 166m respectively. Then the warning risk levels are H1 = 35 * 0.2 / 220 and H2 = 25 * 0.8 / 166. Since H1 < H2, the DMI preferentially broadcasts the warning information corresponding to X2.

[0110] After receiving the warning information that the construction worker X2 is encroaching, the driver reminds X2 to get off the track to avoid by sounding the horn. The warning level is upgraded to B+, and the speed is reduced to 25 km / h. Then the driver passes X2 and X1 safely.

[0111] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution. The order of execution of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

[0112] The above is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims

1. An early warning method for railway traffic safety protection, characterized in that: Contains steps: S1. Obtain a warning target ahead of the train and determine the warning type of the warning target; The warning types include: train, personnel, electronic fence, track area obstacles, and shutdown signals; The trains include trains with early warning equipment installed and trains without early warning equipment installed; The personnel include those equipped with early warning terminals and those not equipped with early warning terminals; The electronic fence includes: an open electronic fence that allows trains to pass through and a closed electronic fence that does not allow trains to pass through; The track area obstacles include people and objects that intrude within a set distance range in front of the train. The closing signal includes a closing signal prohibiting trains from passing; S2. Based on multiple key time points on the path from the train to the warning target, the path is divided into multiple areas in sequence along the direction from the train to the warning target; if the warning target infringes the limit, the multiple areas include: a prompt area, a warning area, and a braking area; if the warning target does not infringe the limit, the multiple areas include: a prompt area, a warning area, and a vigilance area; the warning levels of the prompt area, the warning area, the vigilance area, and the braking area gradually increase; Let k represent the warning urgency of the warning target, k is an integer in the range of [1,4]; the larger k is, the higher the warning level is, and the warning urgency of the braking area, the alert area, the warning area, and the prompt area are 4, 3, 2, and 1 respectively; S3. Setting a corresponding risk factor for the warning target based on the warning type of the warning target; calculating the warning priority of the warning target based on the warning level of the area where the warning target is located and the risk factor of the warning target; In step S3, the risk factor h is a decimal in the range of (0, 1). The greater the value of h, the greater the possibility of an accident and the impact after the accident. The risk factors of the closed electronic fence entrance, the closing signal, the personnel equipped with the early warning terminal, the open electronic fence entrance, the train equipped with the early warning terminal, and the open electronic fence exit increase in sequence. The risk factors of obstacles in the track area and the closed electronic fence entrance are the same. Let p represent the warning priority of the warning target, p = h*k; S4. Calculate the warning risk value of the warning target based on the warning priority of the warning target and the relative speed between the train and the warning target; the relative speed is the speed vector of the train minus the speed vector of the warning target; select the warning risk values ​​greater than zero and sort them, and send the warning information of the corresponding warning targets to the on-board warning terminal in sequence based on the sorting results; the train adjusts the speed and / or sounds the whistle to warn based on the received warning information; Let H(i) represent the warning risk value of the i-th warning target, Among them, u(i) represents the speed of the i-th warning target relative to the train; taking the train running direction as the positive direction, the speed of the i-th warning target relative to the train is the speed vector of the train minus the speed vector of the warning target; L(i) represents the distance between the i-th warning target and the train, p(i) and p(j) represent the warning priorities of the i-th and j-th warning targets respectively, and n is the total number of warning targets.

2. The early warning method for railway traffic safety protection according to claim 1, characterized in that: In step S2, the multiple key time points include: The first time point is the time point at which the driver is prompted that there is a warning target ahead before the warning begins; with the current time as the origin, the value of the first time point on the time axis is Tc; The second time point is the time point at which the warning starts; taking the current time as the origin, the value of the second time point on the time axis is Tb; Tb>Tc; The third time point is the time point when the train starts braking; taking the current time as the origin, the value of the third time point on the time axis is Ta; Ta-Tb>t1, t1 is the set duration; The fourth time point is the time point when the train speed drops to the set speed value; taking the current time as the origin, the value of the fourth time point on the time axis is Tu, Tu>Ta; when the warning target infringes the limit, the set speed value is zero; The fifth time point, with the current time as the origin, the value of the fifth time point on the time axis is Tx1; The fifth time point is the time point when the train speed is expected to drop to zero; Tx1-Tu=U; U represents the redundant time reserved for train braking; The sixth time point indicates the time point when the train arrives at the location of the warning target that has not violated the limit; taking the current time as the origin, the value of the sixth time point on the time axis is Tx2; Tx2>Tu.

3. The early warning method for railway traffic safety protection according to claim 2, characterized in that: The distance traveled by the train between the first time point and the second time point belongs to the prompt area; the distance traveled by the train between the second time point and the third time point belongs to the warning area; When the warning target violates the limit, the distance traveled by the train between the third time point and the fifth time point belongs to the braking zone; when the warning target does not violate the limit, the distance traveled by the train between the third time point and the sixth time point belongs to the warning zone.

4. The early warning method for railway traffic safety protection according to claim 1, characterized in that: The step S4 of sending the warning information of the corresponding warning target to the vehicle-mounted warning terminal in sequence based on the sorting result includes: if the warning risk value of the warning target is less than or equal to zero, not sending the warning information of the warning target.

5. The early warning method for railway traffic safety protection according to claim 1, characterized in that: The step S4 of sending the warning information corresponding to the warning target to the vehicle-mounted warning terminal in sequence based on the sorting result further includes: For multiple warning targets whose warning risk values ​​are all greater than zero, the warning information of the warning targets with the highest warning urgency will be sent first; If the warning urgency is the same, warning information will be sent first to the warning target with a higher warning risk value.

6. The early warning method for railway traffic safety protection according to claim 1, characterized in that: When the warning urgency level corresponding to the warning target is 3, the warning information of the warning target includes a deceleration instruction, and the train reduces the speed to below the preset speed based on the deceleration instruction; When the warning urgency level corresponding to the warning target is 4, the warning information of the warning target includes a braking instruction, and the train stops by braking based on the braking instruction; when the warning urgency level corresponding to the warning target is 1 or 2, the vehicle speed is not adjusted.

7. The early warning method for railway traffic safety protection according to claim 1, characterized in that: In step S4, the onboard warning terminal of the train also cyclically voice broadcasts the warning information of each warning target; based on the warning urgency of the warning target, the time interval between two adjacent voice broadcasts of the warning target is determined.

8. The early warning method for railway traffic safety protection according to claim 7, characterized in that: In step S4, the warning information of the warning target with high warning urgency is broadcasted first; If the warning urgency is the same, priority will be given to broadcasting warning information for warning targets with higher warning risk values.

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