Railway crossing warning method, device and control system

Abstract

The present application relates to the technical field of railway crossing traffic safety, and discloses an early warning method for railway crossings. The early warning method for railway crossings includes: obtaining the most unfavorable crossing closure time required for the crossing early warning and the crossing closure action; obtaining the real-time speed of the train and the braking distance of the train; obtaining the first distance between the crossing protection signal and the crossing; determining the expected travel distance of the train within the crossing closure time according to the real-time speed and the crossing closure time; determining the second distance from the dynamic crossing starting point to the crossing according to the braking distance, the first distance and the expected travel distance; and initiating the crossing early warning when the current distance between the train and the crossing reaches the second distance. The use of the early warning method for railway crossings can reduce the safety hazards of the crossings and effectively reduce the occurrence of safety accidents at the crossings. The present application also discloses an early warning device for railway crossings and a control system for railway crossings.

Description

Technical Field

[0001] The present application relates to the technical field of railway crossing traffic safety, for example, to an early warning method, device and control system for a railway crossing. Background Art

[0002] A railway crossing is the intersection of a railway and an ordinary road. Vehicles and pedestrians on the road, as well as trains on the railway, all need to pass through the railway crossing. Effective management and control of railway crossings can reduce the occurrence of traffic accidents.

[0003] For example, a trigger point (crossing start point) can be set at a fixed position on the line close to the crossing. After the train reaches the crossing start point, it sends an approach notification to the crossing control device. After receiving the notification, the crossing control device activates the crossing warning and closes the crossing, making it impossible for vehicles or pedestrians on the road side to pass, thereby avoiding traffic accidents. It takes a certain amount of time for the crossing to close, and it also takes a certain amount of time for the train to travel from the crossing start point to the crossing. It is necessary to ensure that the train travel time is longer than the crossing closure time, and then ensure that the crossing is completely closed before the train reaches the crossing. The crossing closure time is usually a fixed value. The travel time of the train from the crossing start point to the crossing is calculated based on the maximum speed allowed by the railway. If the travel time is longer than the crossing closure time, the position of the fixed starting point of the crossing can be determined.

[0004] After determining the location of the fixed starting point of the crossing in the above manner, if the actual speed of the train is too low, the crossing will be closed early, prolonging the waiting time of vehicles and pedestrians on the road side, posing a safety hazard. The actual speed of the train and the distance between the train and the crossing can be detected, the time when the train arrives at the crossing can be calculated, and the start of the crossing warning can be delayed to reduce the waiting time of vehicles and pedestrians on the road side and reduce safety hazards.

[0005] In the process of implementing the embodiments of the present application, it is found that there are at least the following problems in the related technology:

[0006] After the delayed start of the crossing warning, if the train accelerates, the crossing cannot be closed in time, and even if the interdiction signal displays a stop signal at this time, the train may not stop safely, which may easily lead to safety accidents. Summary of the invention

[0007] In order to provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. The summary is not an extensive review, nor is it intended to identify key / critical components or delineate the scope of protection of these embodiments, but rather serves as a prelude to the detailed description that follows.

[0008] The embodiments of the present application provide a railway crossing early warning method, device and control system to solve the technical problem that when a train accelerates, the crossing may not be completely closed in time, which may easily lead to safety accidents.

[0009] In some embodiments, the early warning method for railway crossings includes: obtaining the most unfavorable crossing closure time required for the crossing warning and the crossing closing action; obtaining the real-time speed of the train and the braking distance of the train; obtaining the first distance between the crossing protection signal and the crossing; determining the expected travel distance of the train within the crossing closure time according to the real-time speed and the crossing closure time; determining the second distance from the dynamic crossing starting point to the crossing according to the braking distance, the first distance and the expected travel distance; when the current distance between the train and the crossing reaches the second distance, starting the crossing warning; if the protection signal displays a pass signal, the train passes the crossing normally; if the protection signal displays a stop signal, the train brakes; the protection signal normally maintains a stop display before the road side of the crossing is closed, displays a pass after the road side of the crossing is closed, and resumes the normal stop display after the train passes the protection signal.

[0010] Optionally, determining the expected travel distance of the train within the closing time of the crossing according to the real-time speed and the closing time of the crossing includes:

[0011]

[0012] Among them, S forward is the expected driving distance, T close is the closing time of the crossing, t is the detection cycle time, and v is the real-time speed.

[0013] Optionally, determining a second distance from a dynamic crossing start point to a crossing according to the braking distance, the first distance, and the expected travel distance includes:

[0014] s braking +s signal +s forward ≤S strike -t

[0015] Among them, S braking is the braking distance, S signal is the first distance, S forward is the expected driving distance, S strike-t is the second distance.

[0016] Optionally, the early warning method for a railway crossing further includes: obtaining a real-time acceleration of a train;

[0017] In this case, the expected travel distance of the train within the duration of the crossing closure is determined based on the real-time speed and the duration of the crossing closure, including: determining the expected travel distance of the train within the duration of the crossing closure based on the real-time speed, the real-time acceleration and the duration of the crossing closure.

[0018] Optionally, determining the expected travel distance of the train within the closing time of the crossing according to the real-time speed, the real-time acceleration and the closing time of the crossing includes:

[0019]

[0020] Among them, S foreard is the expected driving distance, T close is the closing time of the crossing, is the detection cycle time, a is the real-time acceleration, S n+1 =S n +at 2 , S0=vt, n is a natural number, v is the real-time speed.

[0021] In some embodiments, the warning device of the railway crossing includes a first acquisition module, a second acquisition module, a third acquisition module, a first determination module, a second determination module and a control module, wherein the first acquisition module is configured to obtain the most unfavorable crossing closure time required for the crossing warning and the crossing closing action; the second acquisition module is configured to obtain the real-time speed, the first acceleration and the braking distance of the train; the third acquisition module is configured to obtain the first distance between the crossing protection signal and the crossing; the first determination module is configured to determine the time required to close the crossing according to the real-time speed, the acceleration and the crossing closing time. The expected travel distance of the train within the time length; the second determination module is configured to determine the second distance from the dynamic crossing starting point to the crossing according to the braking distance, the first distance and the expected travel distance; the control module is configured to start the crossing warning when the current distance between the train and the crossing reaches the second distance; if the protective signal displays a pass signal, the train passes the crossing normally; if the protective signal displays a stop signal, the train brakes; the protective signal normally maintains a stop display before the road side of the crossing is closed, displays a pass after the road side of the crossing is closed, and resumes a normal stop display after the train passes the protective signal.

[0022] Optionally, the first determining module is specifically configured to:

[0023]

[0024] Among them, S forward is the expected driving distance, Tclose is the closing time of the crossing, t is the detection cycle time, and v is the real-time speed.

[0025] Optionally, the second determining module is specifically configured to:

[0026] S braking +S signal +S forward ≤S strike-t

[0027] Among them, S braking is the braking distance, S signal is the expected driving distance, S forward is the expected driving distance, S strike-t is the second distance.

[0028] In some embodiments, the warning device for a railway crossing includes a processor and a memory storing program instructions, and the processor is configured to execute the warning method for a railway crossing provided in the above-mentioned embodiments when executing the program instructions.

[0029] In some embodiments, the control system of the railway crossing includes the early warning device of the railway crossing provided in the aforementioned embodiments.

[0030] The method, device and control system for crossing warning provided in the embodiments of the present application can achieve the following technical effects:

[0031] After detecting the real-time speed of the train, the time when the train will arrive at the crossing can be predicted more accurately. If the train is allowed to pass through the crossing, there will be sufficient time to close the crossing until the protective signal displays a pass signal. If the train is not allowed to pass through the crossing, the protective signal displays a stop signal. After observing the stop signal, the train driver brakes the train. Since the braking distance of the train is taken into account during the initiation of the crossing warning, the train also has sufficient distance to brake. That is, regardless of whether the crossing is operating normally or malfunctioning, the present technical solution can reduce the potential safety hazards at the crossing and effectively reduce the occurrence of safety accidents at the crossing.

[0032] The above general description and the following description are exemplary and explanatory only and are not intended to limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] One or more embodiments are exemplarily described by corresponding drawings, and these exemplary descriptions and drawings do not limit the embodiments. Elements with the same reference numerals in the drawings are regarded as similar elements, and wherein:

[0034] Figure 1 is a schematic diagram of a railway crossing provided in an embodiment of the present application;

[0035] Figure 2 is a schematic diagram of a railway crossing early warning method provided in an embodiment of the present application;

[0036] Figure 3 It is a schematic diagram of the arrival time of a train from a crossing starting point to a crossing provided by an embodiment of the present application;

[0037] Figure 4 It is a schematic diagram of the arrival time of a train from a crossing starting point to a crossing provided by an embodiment of the present application;

[0038] Figure 5 It is a schematic diagram of the arrival time of a train from a crossing starting point to a crossing provided by an embodiment of the present application;

[0039] Figure 6 is a schematic diagram of an early warning device for a railway crossing provided in an embodiment of the present application;

[0040] Figure 7 It is a schematic diagram of an early warning device for a railway crossing provided in an embodiment of the present application. DETAILED DESCRIPTION

[0041] In order to be able to understand the features and technical contents of the embodiments of the present application in more detail, the implementation of the embodiments of the present application is described in detail below in conjunction with the accompanying drawings. The attached drawings are for reference only and are not used to limit the embodiments of the present application. In the following technical description, for the convenience of explanation, a full understanding of the disclosed embodiments is provided through multiple details. However, in the absence of these details, one or more embodiments can still be implemented. In other cases, to simplify the drawings, well-known structures and devices can be simplified for display.

[0042] The terms "first", "second", etc. in the specification and claims of the embodiments of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the embodiments of the present application described here. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions.

[0043] Unless otherwise stated, the term "plurality" means more than two.

[0044] In the embodiment of the present application, the character " / " indicates that the preceding and following objects are in an "or" relationship. For example, A / B means: A or B.

[0045] The term "and / or" is a description of the association relationship between objects, indicating that three relationships can exist. For example, A and / or B means: A or B, or, A and B.

[0046] Figure 1 It is a schematic diagram of a railway crossing provided in an embodiment of the present application. The schematic diagram only illustrates the positional relationship between the train and the crossing to fully illustrate the relevant terms in the example of the present application.

[0047] Combination Figure 1 As shown, the train 13 is traveling towards the crossing 11, S trike-t is the second distance from the dynamic crossing starting point to the crossing 11, S forward is the expected travel distance of train 13, S braking is the braking distance of train 13, S signal It is the first distance between the protective signal 12 and the crossing 11.

[0048] Figure 2 Schematic diagram of a railway crossing early warning method provided in an embodiment of the present application. The railway crossing early warning method can be executed by a railway crossing control system. The crossing in the embodiment of the present application is located between stations, and there is no need to stop in the approach area of ​​the crossing under normal operation, that is, the train has an initial velocity when approaching the crossing.

[0049] Combination Figure 2 As shown, the early warning methods for railway crossings include:

[0050] S201. Obtain a crossing warning and a crossing closure time in the most unfavorable situation required for the crossing closure action.

[0051] The duration of the crossing closure includes the time it takes to clear the crossing and the time it takes for all the crossing guardrails to fall down. The crossing clearing time refers to the time it takes to signal to vehicles and pedestrians on the road side that a train is about to arrive. In unfavorable circumstances, it takes vehicles and pedestrians to evacuate the railway crossing.

[0052] In specific applications, the actual road conditions at different intersections are different, and the characteristics of the barriers at different intersections are different. Those skilled in the art can determine the actual crossing closure duration based on the actual road conditions at the intersection and the characteristics of the crossing barriers. The embodiments of the present application do not specifically limit the crossing closure duration.

[0053] S202: Obtain the real-time speed of the train and the braking distance of the train.

[0054] S203. Obtain a first distance between the crossing protection signal and the crossing.

[0055] The crossing protection signal is set on the side of the crossing facing the direction of train travel, and the distance between the crossing protection signal and the crossing meets the local safety standards, for example, the distance between the crossing protection signal and the crossing is greater than or equal to 50m. The first distance between the crossing protection signal and the crossing is a constant, for example, the first distance is 50m.

[0056] When the train is allowed to pass, the protective signal displays a pass signal; when the train is not allowed to pass, the protective signal displays a stop signal. The protective signal normally keeps the stop display before the road side of the crossing is closed, and displays the pass after the road side of the crossing is closed. The normal stop display is restored after the train passes the protective signal.

[0057] S204: Determine the expected travel distance of the train within the time period of the crossing closure according to the real-time speed and the time period of the crossing closure.

[0058] Specifically, according to the real-time speed and the closing time of the crossing, determining the expected travel distance of the train within the closing time of the crossing may include:

[0059]

[0060] Among them, S forward is the expected driving distance, T close is the closing time of the crossing, v is the real-time speed, and t is the detection cycle time.

[0061] In some specific applications, the real-time acceleration of the train can also be obtained. In this case, the expected distance of the train within the duration of the crossing closure is determined based on the real-time speed and the duration of the crossing closure, including: determining the expected distance of the train within the duration of the crossing closure based on the real-time speed, the real-time acceleration and the duration of the crossing closure.

[0062] Specifically, determining the expected travel distance of the train within the closing time of the crossing according to the real-time speed, the real-time acceleration and the closing time of the crossing may include:

[0063]

[0064] Among them, S forward is the expected driving distance, T close is the closing time of the crossing, t is the detection cycle time, a is the real-time acceleration, S n+1 =S n +at 2 , S0=vt, n is a natural number, v is the real-time speed.

[0065] According to the above method, the expected travel distance of the train during the closing time of the crossing can be calculated.

[0066] S205. Determine a second distance from the dynamic crossing starting point to the crossing according to the braking distance, the first distance, and the expected driving distance.

[0067] After the train reaches the dynamic crossing starting point, the crossing warning is activated.

[0068] The braking distance and the expected travel distance are both related to the actual motion state of the train. The actual motion state of the train is different, and the second distance between the crossing start point and the crossing is also different. Compared with the traditional fixed crossing start point solution, such a determined dynamic crossing start point is more adapted to the actual motion state of the train.

[0069] The greater the real-time speed of the train, the greater the determined second distance, that is, the farther the dynamic crossing starting point is from the crossing, sufficient time can be reserved for the crossing to execute the closing action, so as to ensure that the crossing completes the closing action before the train reaches the crossing, so that the train can pass through the crossing smoothly, thereby improving the train's traffic efficiency; correspondingly, the smaller the real-time speed of the train, the smaller the determined second distance, that is, the closer the dynamic crossing starting point is to the crossing, which can reduce the closing time of the crossing and the waiting time of vehicles or pedestrians on the road side, thereby eliminating safety hazards.

[0070] Among them, the second distance is positively correlated with the braking distance. The longer the braking distance is, the longer the second distance is; the shorter the braking distance is, the shorter the second distance is. The second distance is positively correlated with the first distance. The longer the first distance is, the longer the second distance is; the shorter the first distance is, the shorter the second distance is. The second distance is positively correlated with the expected driving distance. The longer the expected driving distance is, the longer the second distance is; the shorter the expected driving distance is, the shorter the second distance is.

[0071] For example, determining the second distance from the dynamic crossing starting point to the crossing according to the braking distance, the first distance, and the expected driving distance may include:

[0072] S braking +S signal +S forward ≤S strike-t

[0073] Among them, S braking is the braking distance, S signal is the expected driving distance, S forward is the expected driving distance, S strike-t is the second distance.

[0074] S206: When the current distance between the train and the crossing reaches a second distance, start a crossing warning.

[0075] If the guard signal shows a pass signal, the train passes the crossing normally; if the guard signal shows a stop signal, the train brakes. The guard signal normally keeps the stop signal before the road side of the crossing is closed, and shows pass after the road side of the crossing is closed. The normal stop signal is restored after the train passes the guard signal.

[0076] After detecting the real-time speed of the train, the time when the train will arrive at the crossing can be predicted more accurately. If the train is allowed to pass through the crossing, there will be sufficient time to close the crossing until the protective signal displays a pass signal. If the train is not allowed to pass through the crossing, the protective signal displays a stop signal. After observing the stop signal, the train driver brakes the train. Since the braking distance of the train is taken into account during the initiation of the crossing warning, the train also has sufficient distance to brake. That is, regardless of whether the crossing is operating normally or malfunctioning, the present technical solution can reduce the potential safety hazards at the crossing and effectively reduce the occurrence of safety accidents at the crossing.

[0077] In some application scenarios, the first distance between the guard signal and the crossing is 50m; the crossing closure time is 30s; the maximum speed allowed by the railway is 120km / h; the braking acceleration of the train during emergency braking is 1.2m / s 2 ; The detection cycle is 1s; The train travels at a constant speed from the crossing starting point to the crossing. Using the traditional fixed crossing starting point solution and the aforementioned dynamic crossing starting point solution, the time it takes for the train to travel from the crossing starting point (fixed crossing starting point and dynamic crossing starting point) to the crossing is calculated respectively. The results are as follows Figure 3 shown.

[0078] Figure 3 The horizontal axis represents the time required for the train to reach the crossing after the crossing warning is activated, and the vertical axis represents the train speed when the crossing is closed. Curve a represents the arrival time curve of the train at the crossing when the traditional fixed crossing starting point scheme is adopted, and curve b represents the arrival time curve of the train at the crossing when the aforementioned dynamic crossing starting point scheme is adopted.

[0079] It can be seen that when the speed of the train arriving at the traditional fixed crossing starting point is less than 100km / h, the dynamic crossing starting point solution significantly shortens the train arrival time compared to the traditional fixed crossing starting point solution, and can significantly reduce the duration of the crossing closure. Taking the train speed of 60km / h when arriving at the traditional fixed crossing starting point as an example, the dynamic crossing starting point solution can reduce the duration of the crossing closure by about 40s. With the traditional fixed crossing starting point solution, when the train is approaching the crossing at a low speed, the duration of the crossing closure will increase exponentially, while with the dynamic crossing starting point solution, no matter how the speed of the train changes when it arrives at the traditional fixed crossing starting point, the arrival time can be maintained at about 40s to 50s, and the duration of the crossing closure will not vary greatly due to the different speeds of the train when it arrives at the traditional fixed crossing starting point, thereby reducing the possibility of pedestrians forcing through due to intolerance and improving the safety of railway crossings.

[0080] In some application scenarios, the first distance between the guard signal and the crossing is 50m; the crossing closure time is 30s; the maximum speed allowed by the railway is 120km / h; the braking acceleration of the train during emergency braking is 1.2m / s 2 ; The detection cycle is 1s; The train accelerates from the crossing starting point to the crossing, with an acceleration of 0.6m / s 2 The traditional solution of fixed crossing start point and the solution of dynamic crossing start point are used to calculate the time it takes for a train to travel from the crossing start point (fixed crossing start point and dynamic crossing start point) to the crossing. The results are as follows: Figure 4 shown.

[0081] Figure 4 The horizontal axis in the figure represents the time required for the train to reach the crossing after the crossing starts the warning, and the vertical axis represents the train speed when the crossing starts to close. The first acceleration is 0.6m / s 2 Curve a represents the arrival time curve of the train arriving at the crossing when the traditional fixed crossing starting point solution is adopted, and curve b represents the arrival time curve of the train arriving at the crossing when the aforementioned dynamic crossing starting point solution is adopted.

[0082] It can be seen that when the speed of the train arriving at the traditional fixed crossing starting point is less than about 65km / h, compared with the solution using the traditional fixed crossing starting point, the solution using the aforementioned dynamic crossing starting point can significantly shorten the time it takes for the train to reach the crossing from the crossing starting point, thereby reducing the duration of the crossing closure. When the traditional fixed crossing starting point solution is adopted, the duration of the crossing closure will be doubled when the train is approaching the crossing at a low speed. Moreover, no matter how the speed of the train changes when it arrives at the traditional fixed crossing starting point, the arrival time is always maintained at about 40s to 45s, and the duration of the crossing closure will not vary greatly due to the different speeds of the train when it arrives at the traditional fixed crossing starting point, thereby reducing the possibility of pedestrians forcing through due to intolerance and improving the safety of railway crossings.

[0083] In some application scenarios, the first distance between the guard signal and the crossing is 50m; the crossing closure time is 30s; the maximum speed allowed by the railway is 120km / h; the braking acceleration of the train during emergency braking is 1.2m / s 2 ; The detection cycle is 1s; the train decelerates from the crossing starting point to the crossing, and the acceleration is -0.4m / s 2 The traditional solution of fixed crossing start point and the solution of dynamic crossing start point are used to calculate the time it takes for a train to travel from the crossing start point (fixed crossing start point and dynamic crossing start point) to the crossing. The results are as follows: Figure 5 shown.

[0084] Figure 5 The horizontal axis in the figure represents the time required for the train to reach the crossing after the crossing starts warning, and the vertical axis represents the train speed when the crossing starts closing. The first acceleration is -0.4m / s 2 Curve a represents the arrival time curve of the train arriving at the crossing when the traditional fixed crossing starting point solution is adopted, and curve b represents the arrival time curve of the train arriving at the crossing when the aforementioned dynamic crossing starting point solution is adopted.

[0085] It should be understood that, when the train reaches the traditional fixed crossing starting point at a too low speed, the train may stop before reaching the crossing when the train decelerates at the first acceleration. Figure 5 These cases have been excluded for illustration purposes.

[0086] It can be seen that when the train decelerates from the crossing starting point to the crossing, compared with the solution of using the traditional fixed crossing starting point, the solution of using the above-mentioned dynamic crossing starting point can significantly shorten the time for the train to reach the crossing from the crossing starting point, thereby reducing the duration of the crossing closure. Moreover, no matter how the speed of the train changes when it arrives at the traditional fixed crossing starting point, the arrival time is always maintained at about 45s, and the duration of the crossing closure will not vary greatly due to the different speeds of the train when it arrives at the traditional fixed crossing starting point, thereby reducing the possibility of pedestrians forcing through because they cannot bear it, and improving the safety of railway crossings.

[0087] pass Figure 3 , Figure 4 as well as Figure 5 It can be seen that the use of the early warning method for railway crossings provided in the embodiment of the present application can not only reduce the duration of the closure of the crossing, that is, reduce the waiting time of vehicles and pedestrians on the road side, but also maintain the waiting time of vehicles and pedestrians on the road side at around a fixed time, such as 45s, which reduces the uncertainty of the waiting time of vehicles and pedestrians. In actual applications, if there is a significant difference in the waiting time of vehicles and pedestrians on the road side, pedestrians are likely to forcibly cross the crossing if the waiting time is too long. The use of the early warning method for railway crossings provided in the embodiment of the present application can maintain the waiting time of vehicles and pedestrians on the road side at around a fixed time, which is conducive to eliminating safety hazards at the crossing and improving the safety of the crossing; Figures 3 to 5 It can be seen from the results shown that, compared with the traditional solution with a fixed starting point, the railway crossing warning method provided by the embodiment of the present application has made significant progress.

[0088] Figure 6 Schematic diagram of a railway crossing warning device provided in an embodiment of the present application. Figure 6As shown, the early warning device for the railway crossing includes a first obtaining module 61 , a second obtaining module 62 , a third obtaining module 63 , a first determining module 64 , a second determining module 65 and a control module 66 . The first acquisition module 61 is configured to obtain the most unfavorable crossing closure time required for the crossing warning and the crossing closing action; the second acquisition module 62 is configured to obtain the real-time speed of the train and the braking distance of the train; the third acquisition module 63 is configured to obtain the first distance between the crossing protection signal and the crossing; the first determination module 64 is configured to determine the expected travel distance of the train within the crossing closure time according to the real-time speed and the crossing closure time; the second determination module 65 is configured to determine the second distance from the dynamic crossing starting point to the crossing according to the braking distance, the first distance and the expected travel distance; the control module 66 is configured to start the crossing warning when the current distance between the train and the crossing reaches the second distance; if the protection signal displays a pass signal, the train passes the crossing normally; if the protection signal displays a stop signal, the train brakes; the protection signal normally maintains a stop display before the road side of the crossing is closed, displays a pass after the road side of the crossing is closed, and resumes a normal stop display after the train passes the protection signal.

[0089] The first determination module 64 is specifically configured to:

[0090]

[0091] Among them, S forward is the expected driving distance, T close is the closing time of the crossing, t is the detection cycle time, and v is the real-time speed.

[0092] Optionally, the second determining module 65 is specifically configured to:

[0093] S braking +S signal +S forward ≤S strike-t

[0094] Among them, S braking is the braking distance, S signal is the expected driving distance, S forward is the expected driving distance.

[0095] Optionally, the second obtaining module 62 is configured to obtain the real-time speed, real-time acceleration and braking distance of the train.

[0096] In this case, the first determining module is specifically configured as follows:

[0097]

[0098] Among them, S forwardis the expected driving distance, T close is the closing time of the crossing, t is the detection cycle time, a is the real-time acceleration, S n+1 =S n +at 2 , S0=vt, n is a natural number, v is the real-time speed.

[0099] In some embodiments, the warning device for a railway crossing includes a processor and a memory storing program instructions, and the processor is configured to execute the warning method for a railway crossing provided in the above-mentioned embodiments when executing the program instructions.

[0100] Figure 7 Schematic diagram of a railway crossing warning device provided in an embodiment of the present application. Figure 7 As shown, the early warning device for railway crossing includes:

[0101] The processor 71 and the memory 72 may also include a communication interface 73 and a bus 74. The processor 71, the communication interface 73, and the memory 72 may communicate with each other through the bus 74. The communication interface 73 may be used for information transmission. The processor 71 may call the logic instructions in the memory 72 to execute the railway crossing warning method provided in the aforementioned embodiment.

[0102] In addition, the logic instructions in the above-mentioned memory 72 can be implemented in the form of software functional units and can be stored in a computer-readable storage medium when sold or used as an independent product.

[0103] The memory 72 is a computer-readable storage medium that can be used to store software programs and computer executable programs, such as program instructions / modules corresponding to the methods in the embodiments of the present application. The processor 71 executes functional applications and data processing by running the software programs, instructions, and modules stored in the memory 72, that is, implementing the methods in the above method embodiments.

[0104] The memory 72 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and an application required for at least one function; the data storage area may store data created according to the use of the terminal device, etc. In addition, the memory 72 may include a high-speed random access memory and may also include a non-volatile memory.

[0105] An embodiment of the present application provides a control system for a railway crossing, including the early warning device for the railway crossing provided in the aforementioned embodiment.

[0106] An embodiment of the present application provides a computer-readable storage medium storing computer-executable instructions, wherein the computer-executable instructions are configured to execute the railway crossing warning method provided in the aforementioned embodiment.

[0107] An embodiment of the present application provides a computer program product, which includes a computer program stored on a computer-readable storage medium. The computer program includes program instructions. When the program instructions are executed by a computer, the computer executes the railway crossing warning method provided by the aforementioned embodiment.

[0108] The computer-readable storage medium mentioned above may be a transient computer-readable storage medium or a non-transitory computer-readable storage medium.

[0109] The technical solution of the embodiment of the present application can be embodied in the form of a software product, which is stored in a storage medium and includes one or more instructions for enabling a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method in the embodiment of the present application. The aforementioned storage medium may be a non-transient storage medium, including: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a disk or an optical disk, and other media that can store program codes, or a transient storage medium.

[0110] The above description and the accompanying drawings fully illustrate the embodiments of the present application so that those skilled in the art can practice them. Other embodiments may include structural, logical, electrical, process and other changes. The embodiments represent only possible changes. Unless explicitly required, individual components and functions are optional, and the order of operations may vary. Parts and features of some embodiments may be included in or replace parts and features of other embodiments. Moreover, the words used in this application are only used to describe the embodiments and are not used to limit the claims. As used in the description of the embodiments and the claims, unless the context clearly indicates otherwise, the singular forms of "a", "an" and "the" are intended to include plural forms as well. In addition, when used in this application, the term "comprise" and its variants "comprises" and / or including (comprising) refer to the existence of stated features, wholes, steps, operations, elements, and / or components, but do not exclude the existence or addition of one or more other features, wholes, steps, operations, elements, components and / or these groups. In the absence of further restrictions, the elements defined by the sentence "comprising a ..." do not exclude the existence of other identical elements in the process, method or device comprising the elements. In this article, each embodiment may focus on the differences from other embodiments, and the same or similar parts between the embodiments may refer to each other. For the methods, products, etc. disclosed in the embodiments, if they correspond to the method part disclosed in the embodiments, then the relevant parts can refer to the description of the method part.

[0111] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented with electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software may depend on the specific application and design constraints of the technical solution. Technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the embodiments of the present application. Technicians can clearly understand that for the convenience and simplicity of description, the specific working process of the above-described system, device and unit can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0112] In the embodiments disclosed herein, the disclosed methods and products (including but not limited to devices, equipment, etc.) can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of units can be only a logical function division, and there can be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between each other shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms. The units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the units can be selected according to actual needs to implement this embodiment. In addition, each functional unit in the embodiment of the present application can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit.

[0113] The flow chart and block diagram in the accompanying drawings show the possible architecture, function and operation of the system, method and computer program product according to the embodiment of the present application. In this regard, each square box in the flow chart or block diagram can represent a part of a module, program segment or code, and a part of a module, program segment or code includes one or more executable instructions for realizing the logical function of the specification. In some implementations as replacements, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two continuous square boxes can actually be executed substantially in parallel, and they can also be executed in the opposite order sometimes, which can depend on the functions involved. Each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be realized by a dedicated hardware-based system that performs the function or action of the specification, or can be realized by a combination of special-purpose hardware and computer instructions.

Claims

1. A railway crossing early warning method, characterized in that: include: The most unfavorable crossing closure time required to obtain crossing warning and crossing closure action; Obtaining the real-time speed of a train and the braking distance of the train; Obtaining a first distance between a crossing protection signal and the crossing; Get the real-time acceleration of the train; Determine the expected travel distance of the train within the closing time of the crossing according to the real-time speed, the real-time acceleration and the closing time of the crossing; Determine a second distance from a dynamic crossing start point to a crossing according to the braking distance, the first distance, and the expected travel distance; When the current distance between the train and the crossing reaches the second distance, starting a crossing warning; If the protective signal displays a pass signal, the train passes the crossing normally; if the protective signal displays a stop signal, the train brakes; the protective signal normally keeps the stop display before the road side of the crossing is closed, displays a pass after the road side of the crossing is closed, and resumes the normal stop display after the train passes the protective signal; Determining a second distance from a dynamic crossing starting point to a crossing according to the braking distance, the first distance, and the expected travel distance includes: S btajing +S signal +S forward ≤S strike-t Among them, S braking is the braking distance, S signal is the first distance, S forward is the expected driving distance, S strike-t is the second distance.

2. The early warning method according to claim 1, characterized in that: Determining the expected travel distance of the train within the closing time of the crossing according to the real-time speed, the real-time acceleration and the closing time of the crossing includes: Among them, S forward is the expected driving distance, T close is the closing time of the crossing, t is the detection cycle time, a is the real-time acceleration, S n+1 =S n +at 2 , S0=vt, n is a natural number, v is the real-time speed.

3. A railway crossing early warning method, characterized in that: include: The most unfavorable crossing closure time required to obtain crossing warning and crossing closure action; Obtaining the real-time speed of a train and the braking distance of the train; Obtaining a first distance between a crossing protection signal and the crossing; Determine the expected travel distance of the train within the closing time of the crossing according to the real-time speed and the closing time of the crossing; Determine a second distance from a dynamic crossing start point to a crossing according to the braking distance, the first distance, and the expected travel distance; When the current distance between the train and the crossing reaches the second distance, starting a crossing warning; If the protective signal displays a pass signal, the train passes the crossing normally; if the protective signal displays a stop signal, the train brakes; the protective signal normally keeps the stop display before the road side of the crossing is closed, displays a pass after the road side of the crossing is closed, and resumes the normal stop display after the train passes the protective signal; Determining a second distance from a dynamic crossing starting point to a crossing according to the braking distance, the first distance, and the expected travel distance includes: S braking +S signal +S forward ≤S strike-t Among them, S braking is the braking distance, S signal is the first distance, S forward is the expected driving distance, S strike-t is the second distance; Determining the expected travel distance of the train within the closing time of the crossing according to the real-time speed and the closing time of the crossing includes: Among them, S forward is the expected driving distance, T close is the closing time of the crossing, t is the detection cycle time, and v is the real-time speed.

4. A railway crossing warning device, characterized in that: include: A first obtaining module is configured to obtain the most unfavorable crossing closure time required for the crossing warning and the crossing closure action; A second obtaining module is configured to obtain the real-time speed and acceleration of the train and the braking distance of the train; A third obtaining module is configured to obtain a first distance between the crossing protection signal and the crossing; A first determination module is configured to determine the expected travel distance of the train within the closing time of the crossing according to the real-time speed, the real-time acceleration and the closing time of the crossing; A second determination module is configured to determine a second distance from a dynamic crossing start point to a crossing according to the braking distance, the first distance, and the expected driving distance; A control module is configured to start a crossing warning when the current distance between the train and the crossing reaches the second distance; If the protective signal displays a pass signal, the train passes the crossing normally; if the protective signal displays a stop signal, the train brakes; the protective signal normally keeps the stop display before the road side of the crossing is closed, displays a pass after the road side of the crossing is closed, and resumes the normal stop display after the train passes the protective signal; The second determining module is specifically configured as follows: S braking +S signal +S forward ≤S strike-t Among them, S braking is the braking distance, S signal is the expected driving distance, S forward is the expected driving distance, S strike-t is the second distance.

5. A railway crossing warning device, characterized in that: include: A first obtaining module is configured to obtain the most unfavorable crossing closure time required for the crossing warning and the crossing closure action; A second obtaining module is configured to obtain the real-time speed of the train and the braking distance of the train; A third obtaining module is configured to obtain a first distance between the crossing protection signal and the crossing; A first determination module is configured to determine the expected travel distance of the train within the closing time of the crossing according to the real-time speed and the closing time of the crossing; A second determination module is configured to determine a second distance from a dynamic crossing start point to a crossing according to the braking distance, the first distance, and the expected driving distance; A control module is configured to start a crossing warning when the current distance between the train and the crossing reaches the second distance; If the protective signal displays a pass signal, the train passes the crossing normally; if the protective signal displays a stop signal, the train brakes; the protective signal normally keeps the stop display before the road side of the crossing is closed, displays a pass after the road side of the crossing is closed, and resumes the normal stop display after the train passes the protective signal; The second determining module is specifically configured as follows: S braking +S signal +S forward ≤S strike-t Among them, S braking is the braking distance, S signal is the expected driving distance, S forward is the expected driving distance, S strike-t is the second distance; The first determining module is specifically configured as follows: Among them, S forward is the expected driving distance, T close is the closing time of the crossing, t is the detection cycle time, and v is the real-time speed.

6. A railway crossing warning device, comprising a processor and a memory storing program instructions, characterized in that: The processor is configured to execute the railway crossing warning method according to any one of claims 1 to 3 when executing the program instructions.

7. A control system for a railway crossing, characterized in that: The invention comprises the early warning device for a railway crossing as claimed in any one of claims 4 to 5.

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