Railway crossing warning method, device and control system

Abstract

The present application relates to the technical field of railway traffic safety, and discloses an early warning method for railway crossings. The early warning method for railway crossings comprises: sending an early warning notification to the crossing when the head of the train passes through a fixed crossing starting point; obtaining the first speed and the first acceleration of the train at the fixed crossing starting point; determining the first time duration of the train traveling from the fixed crossing starting point to the crossing according to the first speed; and then determining the dynamic delay duration according to the first speed, the first acceleration, and the first distance from the fixed crossing starting point to the crossing protection signal; sending the dynamic delay duration to the crossing, so that the crossing waits for the dynamic delay duration after receiving the early warning notification, and then executes the crossing closing action. The early warning method for railway crossings can reduce the waiting time of vehicles and pedestrians on the road side of the railway crossing, improve traffic efficiency, and reduce the phenomenon of vehicles or pedestrians forcibly passing through the crossing due to too long a waiting time. In addition, while improving traffic efficiency, in the event of a fault, before the railway side of the crossing is opened, the train has the conditions to safely stop in front of the crossing, thereby achieving fault safety from a system perspective. The present application also discloses an early warning device and 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 (fixed crossing starting point) can be set at a fixed position on the line close to the crossing. After the train reaches the fixed crossing starting 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 fixed crossing starting point to the crossing. It is necessary to ensure that the train travel time is greater than the crossing closure time, and then ensure that the crossing is completely closed before the train reaches the crossing. In the prior art, the product of the maximum travel speed allowed by the railway and the crossing closure time is usually used as the distance between the fixed crossing starting point and the crossing.

[0004] 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:

[0005] After determining the location of the fixed crossing starting point in the above manner, if the actual speed of the train is too low, the crossing will be closed prematurely, prolonging the waiting time for vehicles and pedestrians on the road side, and may cause pedestrians or vehicles to rush through the crossing, posing a safety hazard. Summary of the invention

[0006] 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.

[0007] The embodiments of the present application provide a railway crossing warning method, device and control system to reduce the waiting time of vehicles and pedestrians on the road side of the railway crossing, improve traffic efficiency, and reduce the phenomenon of vehicles or pedestrians forcing their way through the crossing.

[0008] In some embodiments, the early warning method for a railway crossing includes: the position of a fixed crossing starting point calculated by the prior art remains unchanged, and when the head of the train passes through the fixed crossing starting point, a warning notification is sent to the crossing; a first speed and a first acceleration of the train at the fixed crossing starting point are obtained; a first time for the train to travel from the fixed crossing starting point to the crossing is determined according to the first speed; and according to the first speed, the first acceleration and a first distance from the fixed crossing starting point to the crossing protection signal, it is determined that the train is traveling at the first speed and the first acceleration, and then braking and stopping at the fixed crossing starting point. The virtual non-braking running time and the virtual braking distance of the train before the crossing protection signal are determined; the distance from the train passing the crossing protection signal to the crossing and the second time required for the virtual braking distance are determined according to the first speed, the first acceleration, and the virtual non-braking running time; the dynamic delay time is determined according to the difference between the first time and the second time and the crossing closing time required for the crossing closing action; the dynamic delay time is sent to the crossing, so that the crossing waits for the dynamic delay time after receiving the dynamic delay time, and then executes the crossing closing action.

[0009] Optionally, determining a first duration for the train to travel from the fixed crossing starting point to the crossing based on the first speed includes: obtaining a quotient of a distance between the fixed crossing starting point and the crossing divided by the first speed, and determining the quotient as the first duration.

[0010] Optionally, according to the first speed, the first acceleration and the first distance from the fixed crossing starting point to the crossing protection signal, determining a virtual non-braking running time of the train before reaching the protection signal and a virtual braking distance required for the train to stop before the crossing protection signal at the speed when the train is running at the first speed and the first acceleration, includes:

[0011] Determine the virtual non-braking driving time and the virtual braking distance according to the following formula;

[0012]

[0013] Among them, v 0 is the first speed, a 0 is the first acceleration, t 0 The train is at the first speed v 0 and the first acceleration a 0 Virtual non-braking driving time, S 1 is the first distance, a braking is the braking acceleration of the train, t braking is the virtual braking time.

[0014] Optionally, the second time required for the train to pass the virtual braking distance of the train and the distance from the crossing protection signal to the crossing is determined according to the first speed, the first acceleration and the virtual non-braking driving time, including: determining the second speed at which the train currently meets the braking before the protection signal according to the first speed, the first acceleration and the virtual non-braking driving time; taking the second speed as the initial speed, determining the time required for the train to continuously pass the virtual braking distance and the distance from the crossing protection signal to the crossing at the first acceleration.

[0015] On the premise of setting up a protective signal, the early warning method for a railway crossing also includes: after the crossing closing action is performed at the crossing, obtaining the closing state of the crossing; if the crossing is closed normally, causing the crossing protective signal to display a pass signal; if the crossing is not closed normally, causing the crossing protective signal to continue to display a stop signal.

[0016] In some embodiments, the early warning device of a railway crossing includes: a first notification module, a first acquisition module, a first determination module, a second determination module, a third determination module, a second acquisition module and a second notification module; the first notification module is configured to send an early warning notification to the crossing when the head of the train passes through a fixed crossing starting point; the first acquisition module is configured to obtain a first speed and a first acceleration of the train at the fixed crossing starting point (and then continuously dynamically acquire them); the first determination module is configured to determine a first time duration for the train to travel from the fixed crossing starting point to the crossing based on the first speed; the second determination module is configured to determine whether the train has previously pressed the first speed based on the first speed, the first acceleration and the first distance from the fixed crossing starting point to the crossing protection signal. The virtual non-braking driving time and virtual braking distance of the train when the train travels at the first speed and the first acceleration, then brakes and stops in front of the crossing protection signal; the third determination module is configured to determine the distance from the train passing the crossing protection signal to the crossing and the second time required for the virtual braking distance according to the first speed, the first acceleration and the virtual non-braking driving time; the second acquisition module is configured to determine the dynamic delay time according to the difference between the first time and the second time and the crossing closing time required for the crossing closing action; the second notification module is configured to send the dynamic delay time to the crossing, so that the crossing waits for the dynamic delay time after receiving the early warning notification, and then executes the crossing closing action.

[0017] Optionally, the first determination module is specifically configured to obtain a quotient of a distance between the fixed crossing start point and the crossing divided by the first speed, and determine the quotient as the first duration.

[0018] 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.

[0019] In some embodiments, the control system of the railway crossing includes the early warning device of the railway crossing provided in the aforementioned embodiments.

[0020] The railway crossing warning method, device and control system provided in the embodiments of the present application can achieve the following technical effects:

[0021] When the train reaches the fixed crossing starting point, an early warning notification is sent to the crossing, and the dynamic delay duration is calculated and sent to the crossing. In this way, after the dynamic delay duration, the crossing begins to execute the closing action. During the closing process of the crossing, the train continues to travel normally. When the crossing is closed for a certain period of time, if the crossing has been closed normally, the train passes through the crossing normally. This can reduce the duration of the crossing closure, that is, reduce the waiting time of vehicles and pedestrians on the road side, reduce the phenomenon of vehicles or pedestrians forcing through the crossing due to long waiting time, and reduce accidents caused by vehicles or pedestrians forcing through the crossing.

[0022] 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

[0023] 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:

[0024] Figure 1a to Figure 1c is a schematic diagram of a railway crossing provided in an embodiment of the present application;

[0025] Figure 2 is a schematic diagram of a railway crossing early warning method provided in an embodiment of the present application;

[0026] Figure 3 is a schematic diagram of a relationship between a first speed and a duration provided in an embodiment of the present application;

[0027] Figure 4 is a schematic diagram of a relationship between a first speed and a duration provided in an embodiment of the present application;

[0028] Figure 5 is a schematic diagram of a relationship between a first speed and a duration provided in an embodiment of the present application;

[0029] Figure 6is a schematic diagram of a railway crossing early warning method provided in an embodiment of the present application;

[0030] Figure 7 is a schematic diagram of an early warning device for a railway crossing provided in an embodiment of the present application;

[0031] Figure 8 is a schematic diagram of an early warning device for a railway crossing provided in an embodiment of the present application;

[0032] Fig. 9 is a schematic diagram of an early warning device for a railway crossing provided in an embodiment of the present application;

[0033] Fig.10 It is a schematic diagram of an early warning device for a railway crossing provided in an embodiment of the present application. DETAILED DESCRIPTION

[0034] 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.

[0035] 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.

[0036] Unless otherwise stated, the term "plurality" means more than two.

[0037] 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.

[0038] 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.

[0039] Combination Figure 1a to Figure 1c As shown, the first time duration of the train 13 traveling from the fixed crossing starting point 14 to the crossing 11 at the first speed is t 1 Train 13 first runs normally at the first speed and the first acceleration, and the normal running time is t0 After that, the train brakes and stops before the crossing protection signal 12. The virtual braking distance required for the train braking is S braking , the virtual braking time is t braking ; The crossing is closed for t closing ; Dynamic delay duration is t d The first distance from the fixed crossing starting point 14 to the crossing protection signal 12 is S 1 The second distance from the crossing protection signal 12 to the crossing 11 is S 2 .

[0040] If the protective signal shows a pass signal, the train passes through the crossing normally; if the protective signal shows a stop signal, the train applies the brakes; the protective signal normally maintains a stop display before the road side of the crossing is closed, and 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.

[0041] When a train passes through a crossing, the dynamic delay time t is calculated by the railway crossing warning method provided in the embodiment of the present application. d :If the crossing has been closed normally at this time, the train continues to run normally and passes the virtual braking distance S braking and the second distance S from the crossing protection signal 12 to the crossing 11 2 The required duration is the second duration t 2 If the crossing is not closed normally at this time, the train will brake and continue to travel the virtual braking distance S braking , stop before the crossing protection signal 12.

[0042] Figure 2 Schematic diagram of a railway crossing warning method provided in an embodiment of the present application. The railway crossing warning method can be executed by a railway crossing control device, or by an independent warning control device. For example, the warning control device has the function of sending a warning notification to the crossing control device, and the crossing control device performs relevant actions after receiving the warning notification.

[0043] Combination Figure 2 As shown, the early warning methods for railway crossings include:

[0044] S201. When the head of the train passes through a fixed crossing starting point, a warning notification is sent to the crossing.

[0045] For example, a pair of magnetic sensors may be provided at a fixed crossing starting point, and when the detection signal of the pair of magnetic sensors changes, it may be confirmed that the train has arrived at the fixed crossing starting point.

[0046] When the warning method for railway crossing is executed by a crossing control system, sending a warning notification to the crossing means preparing the crossing to execute a closing action.

[0047] In the case where the early warning device of the railway crossing is executed by an independent early warning controller, sending an early warning notification to the crossing refers to the early warning controller sending a notification of the train arriving at a fixed crossing starting point to the crossing control system.

[0048] The crossing performs closing actions, including crossing clearing actions and railing lowering actions. The crossing clearing action refers to the use of light signals or sound signals to prompt vehicles and pedestrians on the road side to withdraw from the railway crossing.

[0049] Correspondingly, the closing time of the crossing includes the clearing time and the time it takes for all the railings to fall. The clearing time refers to the time it takes to send a 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.

[0050] S202. Obtain a first speed and a first acceleration of the train at a starting point of a fixed crossing.

[0051] The above-mentioned method of obtaining the first speed and the first acceleration of the train is only an example and does not limit the specific method of obtaining the first speed and the first acceleration of the train. Those skilled in the art may select a suitable existing technology to obtain the first speed and the first acceleration of the train according to actual conditions.

[0052] S203, determining a first time duration for the train to travel from the fixed crossing starting point to the crossing according to the first speed.

[0053] For example, a one-to-one correspondence between the first speed and the first duration can be obtained in advance through experiments and stored in a database. After the first speed is obtained, the first duration corresponding to the first speed can be obtained by querying the database.

[0054] Alternatively, determining the first duration of time for a train to travel from a fixed crossing starting point to a crossing based on the first speed may include: obtaining a quotient of a distance between the fixed crossing starting point and the crossing divided by the first speed, and determining the quotient as the first duration.

[0055] S204. Determine, based on the first speed, the first acceleration, and the first distance from the fixed crossing starting point to the crossing protection signal, a virtual non-braking driving time and a virtual braking distance of the train when the train first travels at the first speed and the first acceleration, and then performs emergency braking and stops in front of the crossing protection signal.

[0056] For example, the following system of equations can be established:

[0057]

[0058] Among them, v 0 is the first speed, a 0 is the first acceleration, t 0 The train is at the first speed v 0 and the first acceleration a 0 Virtual non-braking driving time, S 1 is the first distance, a braking is the braking acceleration of the train, t braking is the virtual braking time.

[0059] Solving the above equations, we can obtain the virtual non-braking driving time t 0 .

[0060] S205. Determine the distance from the train passing through the crossing protection signal to the crossing and the second time required for the virtual braking distance according to the first speed, the first acceleration, and the virtual non-braking driving time.

[0061] The second duration can be obtained in the following manner: based on the first speed, the first acceleration and the virtual non-braking running time, determine the second speed of the train at the end of the virtual non-braking running time; taking the second speed as the initial speed, determine the time required for the train to continuously pass the virtual braking distance and the distance from the crossing protection signal to the crossing at the first acceleration.

[0062] Specifically, the second speed is obtained as follows:

[0063] v 2 =v 0 +a 0 t 0

[0064] The time required for the train to continuously travel the virtual braking distance and the distance from the crossing protection signal to the crossing at the first acceleration is calculated as follows:

[0065]

[0066] Among them, v 2 is the second speed; t 2 is the time required for the train to continuously travel the virtual braking distance and the distance from the crossing protection signal to the crossing at the first acceleration, 0 is the first acceleration, S braking is the virtual braking distance, S 2 It is the distance from the crossing protection signal to the crossing.

[0067] By solving the above equation, we can obtain the time t required for the train to continuously pass the virtual braking distance and the distance from the crossing protection signal to the crossing at the first acceleration:2 .

[0068] S206: Determine the dynamic delay duration according to the difference between the first duration and the road crossing closing duration required for the road crossing closing action.

[0069] In the process of determining the dynamic delay time, a virtual braking time is reserved for the train, so that after the dynamic delay time and the closing time of the crossing are over, the train can determine whether to continue normal driving or braking according to the closing situation of the crossing. For example, after the dynamic delay time and the closing time of the crossing are over, the train receives the closing situation of the crossing. If the crossing is closed normally, the train runs normally; if the crossing cannot be closed normally due to factors such as faults, the train can also take braking measures and stop in front of the crossing protection signal, realizing fault safety from the perspective of the system and improving the safety of the crossing.

[0070] In the early warning method for railway crossings provided in the embodiment of the present application, the duration of the prohibition of traffic on the road side of the crossing is relatively stable, so that the waiting time of vehicles and pedestrians on the road side will not change significantly, and the phenomenon of vehicles and pedestrians on the road side forcing through the crossing due to long waiting time can be reduced, thereby reducing the occurrence of safety accidents at the crossings.

[0071] When the train passes through the crossing normally, the waiting time for the road side and pedestrians is: the closing time of the crossing, the time the train passes the virtual braking distance, the time the train passes the distance from the crossing protection machine to the crossing, and the opening time of the crossing; among them, the closing time of the crossing and the opening time of the crossing are relatively fixed; when the first acceleration remains unchanged, the greater the first speed of the train, the longer the braking distance of the train; correspondingly, the smaller the first speed of the train, the shorter the virtual braking distance of the train, which makes the time required for the train to pass the virtual braking distance relatively stable. Because the distance from the crossing protection machine to the crossing is short (relative to the virtual braking distance), the change in the time required for the train to pass the distance from the crossing protection machine to the crossing caused by the change in the first speed can be ignored. Therefore, when the first acceleration remains unchanged, the sum of the time it takes for the train to pass the virtual braking distance and the time it takes for the train to pass the distance from the crossing protection signal to the crossing fluctuates less with the first speed, so that the waiting time of vehicles and pedestrians on the road side will not change significantly, reducing the phenomenon of vehicles and pedestrians on the road side forcing through the crossing due to long waiting time.

[0072] The dynamic delay duration may be determined in the following manner: the difference between the second duration and the crossing closure duration is subtracted from the first duration to determine the dynamic delay duration.

[0073] S207, sending the dynamic delay time to the road crossing, so that the road crossing waits for the dynamic delay time after receiving the early warning notification, and then executes the road crossing closing action.

[0074] When the train reaches the fixed crossing starting point, an early warning notification is sent to the crossing, and the dynamic delay duration is calculated and sent to the crossing. In this way, after the delay duration, the crossing begins to execute the closing action. During the closing process of the crossing, the train continues to travel normally. When the crossing is closed for a certain period of time, if the crossing has been closed normally, the train passes through the crossing normally. This can reduce the duration of the crossing closure, that is, reduce the waiting time of vehicles and pedestrians on the road side, reduce the phenomenon of vehicles or pedestrians forcing through the crossing due to long waiting time, and reduce accidents caused by vehicles or pedestrians forcing through the crossing.

[0075] In some application scenarios, the first distance between the guard signal and the crossing is 50m; the crossing closure time is 30s; the braking acceleration of the train during braking is 1.2m / s 2 The train travels at a constant speed from the fixed crossing starting point to the crossing, that is, in this application scenario, the first acceleration is zero. At different first speeds, the first duration, as well as the sum of the virtual braking duration, the second duration, and the crossing closing duration are calculated respectively. The results are as follows: Figure 3 shown.

[0076] Figure 3 The horizontal axis represents the duration, the vertical axis represents the first speed of the train, curve a represents the change of the first duration with the first speed, and curve b represents the change of the time required from the start of the closing action of the crossing to the time when the train passes through the crossing with the first speed.

[0077] Figure 3 The first speeds corresponding to point A and point B are both 80 km / h, the duration corresponding to point A is about 60 seconds, and the duration corresponding to point B is about 42 seconds, so the dynamic delay duration is: 60 seconds - 42 seconds = 18 seconds.

[0078] Moreover, the crossing starts the closing action after waiting for the dynamic delay time. The time required from the crossing starting the closing action to the train passing through the crossing is curve b. Figure 3 It can be seen that no matter how the first speed changes, the points on curve b are all around 40s to 50s, that is, the time required from the time the crossing starts closing to the time the train passes through the crossing is around 40s to 50s. The time required from the time the crossing starts closing to the time the train passes through the crossing will not vary greatly due to the different first speeds of the train, thereby reducing the possibility of pedestrians forcing their way through due to intolerance and improving the safety of railway crossings.

[0079] In some application scenarios, the first distance between the guard signal and the crossing is 50m; the crossing closure time is 30s; the braking acceleration of the train during braking is 1.2m / s 2 ; The train accelerates from the fixed crossing starting point to the crossing, and the first acceleration is 0.6m / s2 At different first speeds, the first duration and the time required from the start of the closing action of the crossing to the train passing through the crossing are calculated respectively. The results are as follows: Figure 4 shown.

[0080] Figure 4 The horizontal axis represents the duration, the vertical axis represents the first speed of the train, curve a represents the change of the first duration with the first speed, and curve b represents the change of the time required from the start of the closing action of the crossing to the time when the train passes through the crossing with the first speed.

[0081] Figure 4 The first speeds corresponding to point A and point B are both 60 km / h, the duration corresponding to point A is about 47 seconds, and the duration corresponding to point B is about 45 seconds, so the dynamic delay duration is: 47 seconds - 45 seconds = 2 seconds.

[0082] Moreover, the crossing starts the closing action after waiting for the dynamic delay time. The time required from the crossing starting the closing action to the train passing through the crossing is curve b. Figure 4 It can be seen that no matter how the first speed changes, the points on curve b are all around 40s-45s, that is, the time required from the time the crossing starts closing to the time the train passes through the crossing is around 40s-45s. The time required from the time the crossing starts closing to the time the train passes through the crossing will not vary greatly due to the different first speeds of the train, thereby reducing the possibility of pedestrians forcing their way 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 braking acceleration of the train during braking is 1.2m / s 2 ; The train decelerates from the fixed crossing starting point to the crossing, and the first acceleration is -0.4m / s 2 At different first speeds, the first duration and the time required from the start of the closing action of the crossing to the train passing through the crossing are calculated respectively. The results are as follows: Figure 5 shown.

[0084] Figure 5 The horizontal axis represents the duration, the vertical axis represents the first speed of the train, curve a represents the change of the first duration with the first speed, and curve b represents the change of the time required from the start of the closing action of the crossing to the time when the train passes through the crossing with the first speed.

[0085] Figure 5 The first speeds corresponding to point A and point B are both 130 km / h, the duration corresponding to point A is about 53 seconds, and the duration corresponding to point B is about 46 seconds, so the dynamic delay duration is: 53 seconds - 46 seconds = 7 seconds.

[0086] Moreover, the crossing starts the closing action after waiting for the dynamic delay time. The time required from the crossing starting the closing action to the train passing through the crossing is curve b. Figure 5 It can be seen that no matter how the first speed changes, the points on curve b are all around 45 seconds, that is, the time required from the time the crossing starts closing to the time the train passes through the crossing is around 45 seconds. The time required from the time the crossing starts closing to the time the train passes through the crossing will not vary greatly due to the different first speeds of the train, thereby reducing the possibility of pedestrians forcing their way through due to intolerance and improving the safety of railway crossings.

[0087] pass Figure 3 , Figure 4 as well as Figure 5 It can be seen that by adopting the early warning method for railway crossings provided in the embodiment of the present application, no matter how the first speed of the train changes when passing through the fixed crossing starting point, and how the first acceleration of the train changes, the time required from the start and close of the crossing to the train passing through the crossing can be maintained within a certain range. This makes it easy for vehicles and pedestrians on the road side to form an intuitive understanding of the waiting time for the crossing, reduces the phenomenon of vehicles or pedestrians forcibly passing through the crossing due to excessive waiting time, and improves the safety of railway crossings.

[0088] Figure 6 It is a schematic diagram of a railway crossing early warning method provided in an embodiment of the present application.

[0089] Combination Figure 6 As shown, the early warning methods for railway crossings include:

[0090] S601. When the head of the train passes through a fixed crossing starting point, a warning notification is sent to the crossing.

[0091] S602: Obtain a first speed and a first acceleration of the train at a starting point of a fixed crossing.

[0092] S603, determining a first time duration for the train to travel from the fixed crossing starting point to the crossing according to the first speed.

[0093] S604. Determine, based on the first speed, the first acceleration, and the first distance from the fixed crossing starting point to the crossing protection signal, a virtual non-braking driving time and a virtual braking distance of the train when the train first travels at the first speed and the first acceleration, then brakes and stops in front of the crossing protection signal.

[0094] S605. Determine the distance from the train passing through the crossing protection signal to the crossing and the second time required for the virtual braking distance according to the first speed, the first acceleration, and the virtual non-braking driving time.

[0095] S606: Determine the dynamic delay duration according to the difference between the first duration and the road crossing closing duration required for the road crossing closing action.

[0096] S607, sending the dynamic delay time to the road crossing, so that the road crossing waits for the dynamic delay time after receiving the early warning notification, and then executes the road crossing closing action.

[0097] S608. After the road crossing closing action is executed at the road crossing, the closing state of the road crossing is obtained.

[0098] S609. If the crossing is closed normally within the crossing closing time, the crossing protection signal is made to display a pass signal; if the crossing is not closed normally within the crossing closing time, the crossing protection signal is made to continue to display a stop signal.

[0099] By adopting the above technical solution, the crossing protection signal can be displayed in real time, and the normal working state (displayable) and the fault state (non-displayable) of the crossing protection signal can be distinguished, thereby reducing crossing accidents caused by faults of the crossing protection signal.

[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 of the railway crossing includes a first notification module 71, a first acquisition module 72, a first determination module 73, a second determination module 74, a third determination module 75, a second acquisition module 76 and a second notification module 77. The first notification module 71 is configured to send an early warning notification to the crossing when the train reaches a fixed crossing starting point; the first acquisition module 72 is configured to obtain a first speed and a first acceleration of the train at the fixed crossing starting point; the first determination module 73 is configured to determine a first time length of the train traveling from the fixed crossing starting point to the crossing according to the first speed; the second determination module 74 is configured to determine a first distance from the fixed crossing starting point to the crossing protection signal according to the first speed, the first acceleration and the first distance from the fixed crossing starting point to the crossing protection signal. Determine the virtual non-braking driving time and virtual braking distance of the train when the train first travels at the first speed and the first acceleration, then brakes and stops in front of the crossing protection signal; the third determination module 75 is configured to determine the distance from the crossing protection signal to the crossing and the second time required for the virtual braking distance according to the first speed, the first acceleration and the virtual non-braking driving time; the second acquisition module 76 is configured to obtain the dynamic delay time according to the difference between the second time and the crossing closing time required for the crossing closing action subtracted from the first time; the second notification module 77 is configured to send the dynamic delay time to the crossing, so that the crossing waits for the dynamic delay time after receiving the early warning notification, and then executes the crossing closing action.

[0101] Optionally, the first determination module 73 is specifically configured to obtain a quotient of a distance between a fixed crossing start point and the crossing divided by a first speed, and determine the quotient as the first duration.

[0102] Optionally, the second determining module 74 is specifically configured to:

[0103]

[0104] Among them, v 0 is the first speed, a 0 is the first acceleration, t 0 The train is at the first speed v 0 and the first acceleration a 0 Virtual non-braking driving time, S 1 is the first distance, a braking is the braking acceleration of the train, t braking is the virtual braking time.

[0105] Figure 8 Schematic diagram of a railway crossing warning device provided in an embodiment of the present application. Figure 8 As shown, the third determination module 75 includes a first determination unit 751 and a second determination unit 752. The first determination unit 751 is configured to determine the second speed of the train at the end of the virtual non-braking running time according to the first speed, the first acceleration and the virtual non-braking running time; the second determination unit 752 is configured to use the second speed as the initial speed to determine the time required for the train to continuously travel through the virtual braking distance and the distance from the crossing protection signal to the crossing at the first acceleration.

[0106] Fig. 9 Schematic diagram of a railway crossing warning device provided in an embodiment of the present application. Fig. 9 As shown, the early warning device for the railway crossing also includes a third acquisition module 78 and a judgment module 79. The third acquisition module 78 is configured to obtain the closing state of the crossing after the crossing closes; the judgment module 79 is configured to make the crossing protection signal display a pass signal if the crossing is normally closed within the crossing closing time; and make the crossing protection signal display a stop signal if the crossing is not normally closed within the crossing closing time.

[0107] 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.

[0108] Fig.10 Schematic diagram of a railway crossing warning device provided in an embodiment of the present application. Fig.10 As shown, the early warning device for railway crossing includes:

[0109] The processor 101 and the memory 102 may also include a communication interface 103 and a bus 104. The processor 101, the communication interface 103, and the memory 102 may communicate with each other through the bus 104. The communication interface 103 may be used for information transmission. The processor 101 may call the logic instructions in the memory 102 to execute the railway crossing warning method provided in the aforementioned embodiment.

[0110] In addition, the logic instructions in the memory 102 described above may be implemented in the form of software functional units and when sold or used as independent products, may be stored in a computer-readable storage medium.

[0111] The memory 102 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 101 executes functional applications and data processing by running the software programs, instructions, and modules stored in the memory 102, that is, implementing the methods in the above method embodiments.

[0112] The memory 102 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 102 may include a high-speed random access memory and may also include a non-volatile memory.

[0113] 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.

[0114] 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.

[0115] 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.

[0116] The computer-readable storage medium mentioned above may be a transient computer-readable storage medium or a non-transitory computer-readable storage medium.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] 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: When the head of the train passes through a fixed crossing start point, an early warning notification is sent to the crossing; Obtaining the first speed and first acceleration of the train at a fixed crossing starting point; Obtaining a quotient of a distance between the fixed crossing start point and the crossing divided by the first speed, and determining the quotient as a first duration; Determine, according to the first speed, the first acceleration, and the first distance from the fixed crossing starting point to the crossing protection signal, a virtual non-braking driving time and a virtual braking distance of the train when the train first travels at the first speed and the first acceleration, then brakes and stops before the crossing protection signal; Determine a second time required for the train to pass through the distance from the crossing protection signal to the crossing and the sum of the virtual braking distance according to the first speed, the first acceleration, and the virtual non-braking travel time; Determine the dynamic delay duration according to the difference between the first duration and the second duration and the road crossing closing duration required for the road crossing closing action; Sending the dynamic delay time to the road crossing, so that the road crossing waits for the dynamic delay time after receiving the warning notification, and then performs the road crossing closing action; Before determining the dynamic delay duration according to the difference between the first duration and the road crossing closing duration required for the road crossing closing action, determining the dynamic delay duration to be infinite; In the event of a failure in the control system of the railway crossing, determining the duration of the dynamic delay to zero; Determining the distance from the train passing through the crossing protection signal to the crossing and the second duration required for the virtual braking distance according to the first speed, the first acceleration, and the virtual non-braking travel duration includes: Determine a second speed of the train at the end of the virtual non-braking running time according to the first speed, the first acceleration and the virtual non-braking running time; Taking the second speed as the initial speed, determine the time required for the train to continuously travel over the virtual braking distance and the distance from the crossing protection signal to the crossing at the first acceleration.

2. The early warning method according to claim 1, characterized in that: Determining, according to the first speed, the first acceleration, and the first distance from the fixed crossing starting point to the crossing protection signal, a virtual non-braking driving time and a virtual braking distance of the train when the train first travels at the first speed and the first acceleration, then brakes and stops before the crossing protection signal, includes: Determine the virtual non-braking driving time and the virtual braking distance according to the following formula; Wherein, v0 is the first speed, a0 is the first acceleration, t0 is the virtual non-braking running time of the train at the first speed v0 and the first acceleration a0, S1 is the first distance, a braking is the braking acceleration of the train, t braking is the virtual braking time, S braking is the virtual braking distance.

3. The early warning method according to any one of claims 1 to 2, characterized in that: Also includes: After the road crossing closing action is performed at the road crossing, obtaining the closing state of the road crossing; If the crossing is normally closed within the crossing closing time, causing the crossing protection signal to display a passing signal; If the road crossing is not normally closed within the road crossing closing time, the road crossing protection signal continues to display a stop signal.

4. A railway crossing warning device, characterized in that: include: A first notification module is configured to send a warning notification to the crossing when the head of the train passes through a fixed crossing start point; A first obtaining module is configured to obtain a first speed and a first acceleration of the train at a starting point of the fixed crossing; A first determining module is configured to determine a first time duration for the train to travel from the fixed crossing starting point to the crossing according to the first speed; The first determination module is specifically configured to obtain a quotient of a distance between a fixed crossing start point and the crossing divided by a first speed, and determine the quotient as a first duration; A second determination module is configured to determine, based on the first speed, the first acceleration, and the first distance from the fixed crossing start point to the crossing protection signal, a virtual non-braking driving time and a virtual braking distance of the train when the train first travels at the first speed and the first acceleration, then brakes and stops before the crossing protection signal; A third determination module is configured to determine a second time required for the train to pass through the distance from the crossing protection signal to the crossing and the sum of the virtual braking distance according to the first speed, the first acceleration, and the virtual non-braking travel time. The third determination module includes a first determination unit and a second determination unit. The first determination unit is configured to determine the second speed of the train at the end of the virtual non-braking travel time according to the first speed, the first acceleration, and the virtual non-braking travel time. The second determination unit is configured to determine the time required for the train to continuously travel over the virtual braking distance and the distance from the crossing protection signal to the crossing at the first acceleration, taking the second speed as the initial speed; A second obtaining module is configured to determine a dynamic delay duration according to a difference between the first duration and the second duration and a road crossing closing duration required for the road crossing closing action; The second notification module is configured to send the dynamic delay time to the road crossing, so that the road crossing waits for the dynamic delay time after receiving the warning notification, and then performs the road crossing closing action; Before determining the dynamic delay duration according to the difference between the first duration and the road crossing closing duration required for the road crossing closing action, determining the dynamic delay duration to be infinite; In the event of a failure in the control system of the railway crossing, the dynamic delay duration is determined to be zero.

5. 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.

6. 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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