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: when the head of a train passes through a fixed notification point, and when it is determined that the speed sensor, acceleration sensor, and distance sensor are working normally, obtaining multiple detection speeds and multiple detection accelerations of the train within a preset time length / preset distance; determining the real-time speed of the train according to the multiple detection speeds, and determining the real-time acceleration of the train according to the multiple detection accelerations; determining the current calculated distance between the dynamic notification point and the crossing according to the real-time speed and the real-time acceleration; obtaining the current actual distance between the train and the crossing, and after the current actual distance reaches the current calculated distance, starting the crossing early warning and the crossing closing process. The use of this early warning method can improve the efficiency and safety performance of the crossing. The present application also discloses an early warning device and control system for a railway crossing.

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 delay in starting the crossing warning, if the train accelerates, the crossing cannot be closed in time, 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 warning method, device and control system to more accurately detect the real-time speed and real-time acceleration of the train when the train is accelerating, and then close the crossing in time according to the real-time speed and real-time acceleration of the train to reduce the occurrence of safety accidents.

[0009] In some embodiments, the early warning method for railway crossings includes: when the head of the train passes through a fixed notification point and, when it is determined that the speed sensor, the acceleration sensor and the distance sensor are working normally, obtaining multiple detection speeds and multiple detection accelerations of the train within a preset time length / preset distance; determining the real-time speed of the train based on the multiple detection speeds, and, determining the real-time acceleration of the train based on the multiple detection accelerations; determining the current calculated distance between the dynamic notification point and the crossing based on the real-time speed and the real-time acceleration; obtaining the current actual distance between the train and the crossing, and after the current actual distance reaches the current calculated distance, initiating the crossing early warning and the crossing closing process.

[0010] Furthermore, determining the real-time speed of the train according to a plurality of detected speeds includes: determining an average value of a plurality of detected speeds within a preset time length / preset distance as the real-time speed.

[0011] Furthermore, determining the real-time acceleration of the train based on multiple detected accelerations includes: determining an average value of multiple detected accelerations within a preset time length / preset distance as the real-time acceleration.

[0012] Furthermore, the early warning method for railway crossings also includes: after the head of the train passes a fixed notification point, continuously obtaining fault self-detection signals of the speed sensor, the acceleration sensor and the distance sensor; when the fault self-detection signal indicates that there is no fault, determining that the speed sensor, the acceleration sensor and the distance sensor are operating normally.

[0013] Furthermore, the warning method for railway crossings also includes: in a time period after the head of the train passes a fixed notification point, and when it is determined that one or more of the speed sensor, the acceleration sensor and the distance sensor fails, and a failure occurs in any process of delayed closure, directly initiating a crossing warning and a crossing closing process; after the initiation of the crossing warning and the completion of the crossing closing process, the railway side protective signal displays a pass.

[0014] Furthermore, the protective signal normally maintains a stop display before the road side of the crossing is closed, displays a pass display after the road side of the crossing is closed, and resumes a normal stop display after the train passes the protective signal.

[0015] Furthermore, the current calculated distance between the dynamic notification point and the crossing is determined according to the real-time speed and the real-time acceleration, including: obtaining the most unfavorable crossing closure time required for the crossing warning and the crossing closure action, the braking distance of the train and the first distance between the protective signal and the crossing; determining the expected travel distance of the train within the crossing closure time according to the real-time speed, the real-time acceleration and the crossing closure time; determining the current calculated distance according to the braking distance, the first distance and the expected travel distance.

[0016] Further, 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:

[0017]

[0018] 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.

[0019] Further, determining the current calculated distance according to the braking distance, the first distance, and the expected driving distance includes:

[0020] S braking +S signal +S forward ≤s strike-t

[0021] 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 Calculate the current distance.

[0022] In some embodiments, the warning device for a railway crossing includes a first acquisition module, a first determination module, a calculation module and a first execution module; the first acquisition module is configured to obtain multiple detection speeds and multiple detection accelerations of the train within a preset time length / preset distance when the head of the train passes through a fixed notification point and determines that the speed sensor, the acceleration sensor and the distance sensor are working normally; the first determination module is configured to determine the real-time speed of the train based on the multiple detection speeds, and to determine the real-time acceleration of the train based on the multiple detection accelerations; the calculation module is configured to determine the current calculated distance between the dynamic notification point and the crossing based on the real-time speed and the real-time acceleration; the first execution module is configured to obtain the current actual distance between the train and the crossing, and after the current actual distance reaches the current calculated distance, start the crossing warning and the crossing closing process.

[0023] In some embodiments, a control system for a railway crossing includes a processor and a memory storing program instructions, and the processor is configured to execute the early warning method for the railway crossing provided in the above-mentioned embodiments when executing the program instructions.

[0024] The railway crossing warning method, device and control system provided in the embodiments of the present application can achieve the following technical effects:

[0025] After the head of the train passes the fixed notification point, the real-time speed of the train is determined by multiple speed detections, which can reduce the speed detection error and make the real-time speed of the train closer to the actual speed; the real-time acceleration of the train is determined by multiple acceleration detections, which can reduce the acceleration detection error and make the real-time acceleration of the train closer to the actual acceleration, and then based on such real-time speed and real-time acceleration, a more accurate current calculated distance can be obtained, so that after the current actual distance between the train and the crossing reaches the current calculated distance, the crossing warning and the crossing closing process are initiated, which makes it less likely for the crossing to be closed too early or too late, thereby reducing the occurrence of safety accidents.

[0026] 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

[0027] 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:

[0028] Figure 1 is a schematic diagram of a railway crossing early warning method provided in an embodiment of the present application;

[0029] Figure 2It is a flow chart of a railway crossing early warning method provided in an embodiment of the present application;

[0030] Figure 3 is a schematic diagram of a railway crossing provided in an embodiment of the present application;

[0031] Figure 4 is a schematic diagram of a process for determining a current calculated distance provided by an embodiment of the present application;

[0032] 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;

[0033] Figure 6 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;

[0034] Figure 7 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;

[0035] Figure 8 is a schematic diagram of an early warning device for a railway crossing provided in an embodiment of the present application;

[0036] Fig. 9 It is a schematic diagram of a control system for a railway crossing provided in an embodiment of the present application. DETAILED DESCRIPTION

[0037] 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.

[0038] 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.

[0039] Unless otherwise stated, the term "plurality" means more than two.

[0040] 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.

[0041] 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.

[0042] Figure 1 It is a schematic diagram of a railway crossing early warning method provided in an embodiment of the present application.

[0043] Combination Figure 1 As shown, the early warning methods for railway crossings include:

[0044] S101. When the head of the train passes a fixed notification point and the speed sensor, the acceleration sensor and the distance sensor are determined to be operating normally, a plurality of detected speeds and a plurality of detected accelerations of the train within a preset time length / preset distance are obtained.

[0045] For example, the normal operation of the speed sensor, acceleration sensor and distance sensor can be determined in the following manner: after the head of the train passes a fixed notification point, the fault self-detection signals of the speed sensor, acceleration sensor and distance sensor are continuously obtained; when the fault self-detection signals indicate that there is no fault, it is determined that the speed sensor, acceleration sensor and distance sensor are operating normally.

[0046] The above preset duration is much shorter than the average duration required for a train to travel from a fixed notification point to a crossing. For example, the average duration is more than 10 times the preset duration.

[0047] The preset distance is much smaller than the distance between the fixed notification point and the crossing. For example, the distance between the fixed notification point and the crossing is more than 10 times the preset distance.

[0048] S102. Determine the real-time speed of the train according to a plurality of detected speeds, and determine the real-time acceleration of the train according to a plurality of detected accelerations.

[0049] The method of determining the real-time speed of the train according to the plurality of detected speeds includes: determining the average value of the plurality of detected speeds within a preset time period / preset distance as the real-time speed. In this way, the real-time speed can be calculated.

[0050] Determining the real-time acceleration of the train according to the multiple detected accelerations includes: determining the average value of the multiple detected accelerations within a preset time length / preset distance as the real-time acceleration. In this way, the real-time acceleration can be calculated.

[0051] S103. Determine the current calculated distance between the dynamic notification point and the crossing according to the real-time speed and the real-time acceleration.

[0052] Among them, the current calculated distance is positively correlated with the real-time speed, and the current calculated distance is positively correlated with the real-time acceleration. The greater the real-time speed, the greater the current calculated distance; the greater the real-time acceleration, the greater the current calculated distance.

[0053] S104, obtaining the current actual distance between the train and the crossing, and starting the crossing warning and the crossing closing process after the current actual distance reaches the current calculated distance.

[0054] The current actual distance between the train and the crossing can be detected by the distance sensor.

[0055] The current actual distance reaches the current calculated distance, which means that the current actual distance is less than or equal to the current calculated distance.

[0056] The current actual distance is obtained by real-time detection, and the current calculated distance is obtained by real-time calculation. The current actual distance and the current calculated distance are compared. After the current actual distance changes from greater than the current calculated distance to less than the current calculated distance, the crossing warning and the crossing closure process are started. During the process from the start to the warning and the crossing closure, the detection to obtain the current actual distance and the calculation to obtain the current calculated distance can be stopped.

[0057] After the head of the train passes the fixed notification point, the real-time speed of the train is determined by multiple speed detections, which can reduce the speed detection error and make the real-time speed of the train closer to the actual speed; the real-time acceleration of the train is determined by multiple acceleration detections, which can reduce the acceleration detection error and make the real-time acceleration of the train closer to the actual acceleration, and then based on such real-time speed and real-time acceleration, a more accurate current calculated distance can be obtained, so that after the current actual distance between the train and the crossing reaches the current calculated distance, the crossing warning and the crossing closing process are initiated, which makes it less likely for the crossing to be closed too early or too late, thereby reducing the occurrence of safety accidents.

[0058] Furthermore, the guard signal normally keeps the stop display before the road side of the crossing is closed, displays passing after the road side of the crossing is closed, and returns to the normal stop display after the train passes the guard signal, so as to ensure the safety of pedestrians and vehicles on the road side.

[0059] Figure 2 It is a flow chart of a railway crossing early warning method provided in an embodiment of the present application.

[0060] Combination Figure 2 The early warning method of the railway crossing includes:

[0061] S201. In the time period after the head of the train passes the fixed notification point, and when it is determined that one or more of the speed sensor, acceleration sensor and distance sensor fails, and a failure occurs in any process of delayed closure, the crossing warning and the crossing closing process are directly initiated.

[0062] S202: After the level crossing warning is initiated and the level crossing closure process is completed, the railway side protection signal indicates passing.

[0063] S203. When the head of the train passes the fixed notification point and it is determined that the speed sensor, the acceleration sensor and the distance sensor are working normally, a plurality of detection speeds and a plurality of detection accelerations of the train within a preset time length / preset distance are obtained.

[0064] S204. Determine the real-time speed of the train according to the multiple detected speeds, and determine the real-time acceleration of the train according to the multiple detected accelerations.

[0065] S205. Determine the current calculated distance between the dynamic notification point and the crossing according to the real-time speed and the real-time acceleration.

[0066] S206: Obtain the current actual distance between the train and the crossing, and after the current actual distance reaches the current calculated distance, start the crossing warning and the crossing closing process.

[0067] The above technical solution enables the train to pass through the crossing safely and smoothly. In the period after the head of the train passes the fixed notification point, if the speed sensor, acceleration sensor and distance sensor work normally and there is no fault in the delayed closing process, the timing of starting the crossing warning and the crossing closing process is determined according to the relationship between the current actual distance between the train and the crossing and the current calculated distance; even if the speed sensor, acceleration sensor or distance sensor fails, or if a fault occurs in any process of the delayed closing, the crossing warning and the crossing closing process can be directly started, and after the start of the crossing warning and the crossing closing process are completed, the railway side protection signal shows through to ensure that the train passes the crossing normally.

[0068] Figure 3 This is a schematic diagram of a railway crossing provided in an embodiment of the present application. This 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.

[0069] Combination Figure 3 As shown, the train 33 is traveling towards the crossing 31, S trike-t is the current calculated distance from the dynamic crossing start point to crossing 31, S forward is the expected travel distance of train 33, S braking is the braking distance of train 33, Ssignal It is the first distance between the protective signal 32 and the crossing 31.

[0070] like Figure 4 As shown, the current calculated distance between the dynamic notification point and the crossing is determined based on the real-time speed and the real-time acceleration, including:

[0071] S401, obtaining the most unfavorable crossing closure time required for the crossing warning and the crossing closure action, the braking distance of the train, and the first distance between the protective signal and the crossing.

[0072] 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.

[0073] 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.

[0074] S402: Determine the expected travel distance of the train within the duration of the crossing closure according to the real-time speed, the real-time acceleration and the duration of the crossing closure.

[0075] The expected distance a train will travel during the duration of the crossing closure can be determined as follows:

[0076]

[0077] 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.

[0078] S403: Determine a current calculated distance according to the braking distance, the first distance, and the expected driving distance.

[0079] The current calculated distance can be determined as follows:

[0080] S braking +S signal +S forward ≤S strike-t

[0081] Among them, S braking is the braking distance, S signal is the expected driving distance, S forward is the expected driving distance.

[0082] The above technical solution can be used to obtain the current calculated distance, and further, after the current actual distance reaches the current calculated distance, the crossing warning and the crossing closing process are initiated.

[0083] Figure 5 , Figure 6 as well as Figure 7 It is the time required for the train to reach the crossing after the warning is initiated and the crossing is closed. Figures 5 to 7 , the technical effect of using the above scheme to calculate the current calculation distance is explained.

[0084] exist Figure 5 In the application scenario, the first distance between the protective signal and the crossing is 50m; the crossing is closed for 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 duration is 1s; the train travels at a constant speed from the crossing starting point to the crossing, that is, the aforementioned real-time acceleration is zero.

[0085] Figure 5 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 activated and closed. Curve a represents the arrival time curve of the train arriving at the crossing when the traditional fixed crossing starting point scheme is adopted, and curve b represents the arrival time curve from the activation of the crossing warning to the arrival of the train at the crossing after the aforementioned scheme of calculating the current calculated distance is adopted.

[0086] It can be seen that when the speed of the train arriving at the traditional fixed crossing starting point is less than 100km / h, compared with the traditional fixed crossing starting point solution, the train arrival time is significantly shortened after adopting the above-mentioned solution for calculating the current calculation distance, which can significantly reduce the duration of the crossing closure. Taking the train arriving at the traditional fixed crossing starting point at a speed of 60km / h as an example, the above-mentioned solution for calculating the current calculation distance can reduce the duration of the crossing closure by about 40s. When the traditional fixed crossing starting point solution is adopted, when the train is driving towards the crossing at a low speed, the duration of the crossing closure will increase exponentially, while the above-mentioned solution for calculating the current calculation distance can maintain the arrival time at about 40s to 50s regardless of how the speed of the train when it arrives at the traditional fixed crossing starting point changes, and the duration of the crossing closure will not be greatly different 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.

[0087] exist Figure 6In the application scenario, the first distance between the protective signal and the crossing is 50m; the crossing is closed for 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 , that is, the aforementioned real-time acceleration is 0.6m / s 2 .

[0088] Figure 6 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 real-time 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 scheme is adopted, and curve b represents the arrival time curve from the start of the crossing warning to the arrival of the train at the crossing after the aforementioned scheme of calculating the current calculated distance is adopted.

[0089] 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 of using the traditional fixed crossing starting point, the solution of calculating the current calculated distance 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.

[0090] exist Figure 7 In the application scenario, the first distance between the protective signal and the crossing is 50m; the crossing is closed for 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 , that is, the real-time acceleration is -0.4m / s 2 .

[0091] Figure 7 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 real-time acceleration is -0.4m / s 2Curve a represents the arrival time curve of the train arriving at the crossing when the traditional fixed crossing starting point scheme is adopted, and curve b represents the arrival time curve from the start of the crossing warning to the arrival of the train at the crossing after the aforementioned scheme of calculating the current calculated distance is adopted.

[0092] It should be understood that if the train speed is too low when it arrives at the traditional fixed crossing starting point, the train may stop before reaching the crossing when it decelerates according to the real-time acceleration. Figure 7 These cases have been excluded for illustration purposes.

[0093] 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 calculating the current calculated distance 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. 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 45 seconds, 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 stand it, and improving the safety of railway crossings.

[0094] pass Figure 5 , Figure 6 as well as Figure 7 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 5 to 7 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.

[0095] Figure 8 It is a schematic diagram of an early warning device for a railway crossing proposed in an embodiment of the present application.

[0096] Combination Figure 8 As shown, the early warning device for the railway crossing includes a first obtaining module 81, a first determining module 82, a calculating module 83 and a first executing module 84;

[0097] The first obtaining module 81 is configured to obtain a plurality of detected speeds and a plurality of detected accelerations of the train within a preset time length / preset distance when the head of the train passes through a fixed notification point and the speed sensor, the acceleration sensor and the distance sensor are determined to be working normally;

[0098] The first determination module 82 is configured to determine the real-time speed of the train according to the plurality of detected speeds, and to determine the real-time acceleration of the train according to the plurality of detected accelerations;

[0099] The calculation module 83 is configured to determine a current calculated distance between the dynamic notification point and the crossing based on the real-time speed and the real-time acceleration;

[0100] The first execution module 84 is configured to obtain the current actual distance between the train and the crossing, and start the crossing warning and the crossing closing process after the current actual distance reaches the current calculated distance.

[0101] Furthermore, the real-time speed of the train is determined based on a plurality of detected speeds, including: determining an average value of a plurality of detected speeds within a preset time length / preset distance as the real-time speed.

[0102] Furthermore, the real-time acceleration of the train is determined based on a plurality of detected accelerations, including: determining an average value of a plurality of detected accelerations within a preset time length / preset distance as the real-time acceleration.

[0103] Further, the early warning device for the railway crossing further includes a second obtaining module and a second determining module;

[0104] The second acquisition module is configured to continuously obtain fault self-detection signals of the speed sensor, the acceleration sensor and the distance sensor after the head of the train passes the fixed notification point;

[0105] The second determination module is configured to determine that the speed sensor, the acceleration sensor, and the distance sensor are operating normally when the fault self-detection signal indicates that there is no fault.

[0106] Furthermore, the early warning device for the railway crossing further includes a second execution module and a third execution module;

[0107] The second execution module is configured to directly initiate the crossing warning and the crossing closing process in a time period after the head of the train passes the fixed notification point and when it is determined that one or more of the speed sensor, the acceleration sensor and the distance sensor fails, and a failure occurs in any process of delayed closing;

[0108] The third execution module is configured to start the crossing warning and the railway side protection signal indicates passing after the crossing closing process is completed.

[0109] Furthermore, the protective signal normally maintains a stop display before the road side of the crossing is closed, displays a pass display after the road side of the crossing is closed, and resumes a normal stop display after the train passes the protective signal.

[0110] Further, the calculation module 83 includes an obtaining unit, a first determining unit and a second determining unit;

[0111] The obtaining unit is configured to obtain the most unfavorable crossing closing time required for the crossing warning and the crossing closing action, the braking distance of the train, and the first distance between the protective signal and the crossing;

[0112] The first determination unit 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;

[0113] The second determination unit is configured to determine a current calculated distance according to the braking distance, the first distance, and the expected travel distance.

[0114] Further, the first determining unit is specifically configured to:

[0115]

[0116] 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.

[0117] Further, the second determining unit is specifically configured to:

[0118] S braking +S signal +S forward ≤S strike-t

[0119] 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 Calculate the current distance.

[0120] In some embodiments, the control system of the railway crossing includes a processor and a memory storing program instructions, and the processor is configured to execute the early warning method for the railway crossing provided in the above-mentioned embodiments when executing the program instructions.

[0121] Fig. 9 Schematic diagram of a railway crossing control system provided in an embodiment of the present application. Fig. 9 As shown, the control system of the railway crossing includes:

[0122] The processor 91 and the memory 92 may also include a communication interface 93 and a bus 94. The processor 91, the communication interface 93, and the memory 92 may communicate with each other through the bus 94. The communication interface 93 may be used for information transmission. The processor 91 may call the logic instructions in the memory 92 to execute the railway crossing warning method provided in the aforementioned embodiment.

[0123] In addition, the logic instructions in the memory 92 described above 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.

[0124] The memory 92 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 91 executes functional applications and data processing by running the software programs, instructions, and modules stored in the memory 92, that is, implementing the methods in the above method embodiments.

[0125] The memory 92 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 92 may include a high-speed random access memory and may also include a non-volatile memory.

[0126] 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.

[0127] 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.

[0128] The computer-readable storage medium mentioned above may be a transient computer-readable storage medium or a non-transitory computer-readable storage medium.

[0129] 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.

[0130] 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.

[0131] 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.

[0132] 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.

[0133] 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 the fixed notification point and the speed sensor, the acceleration sensor and the distance sensor are determined to be working properly, a plurality of detection speeds and a plurality of detection accelerations of the train within a preset time length / preset distance are obtained; determining a real-time speed of the train based on a plurality of detected speeds, and determining a real-time acceleration of the train based on a plurality of detected accelerations; determining a currently calculated distance between the dynamic notification point and the crossing based on the real-time speed and the real-time acceleration; Obtaining a current actual distance between the train and the crossing, and starting a crossing warning and a crossing closing process after the current actual distance reaches the current calculated distance; The current actual distance reaches the current calculated distance, which means that the current actual distance is less than or equal to the current calculated distance; Determining a current calculated distance between a dynamic notification point and a crossing according to the real-time speed and the real-time acceleration includes: Obtain the most unfavorable crossing closure time, train braking distance and the first distance between the protective signal and the crossing required for the crossing warning and crossing closure action; 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; determining the current calculated distance according to the braking distance, the first distance, and the expected travel distance; Determining the current calculated distance according to the braking distance, the first distance, and the expected driving 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 Calculate the current distance; The protective signal normally maintains the stop display before the road side of the crossing is closed, displays the pass display after the road side of the crossing is closed, and resumes the normal stop display after the train passes the protective signal.

2. The early warning method according to claim 1, characterized in that: Determining the real-time speed of the train according to the multiple detection speeds includes: determining the average value of the multiple detection speeds within a preset time length / preset distance as the real-time speed; Determining the real-time acceleration of the train according to a plurality of detected accelerations includes: determining an average value of a plurality of detected accelerations within a preset time length / preset distance as the real-time acceleration.

3. The early warning method according to claim 1, characterized in that: Also includes: After the head of the train passes the fixed notification point, continuously obtaining fault self-detection signals of the speed sensor, the acceleration sensor, and the distance sensor; When the fault self-detection signal indicates that there is no fault, it is determined that the speed sensor, the acceleration sensor and the distance sensor are operating normally.

4. The early warning method according to claim 1, characterized in that: Also includes: In a time period after the head of the train passes the fixed notification point, and when it is determined that one or more of the speed sensor, the acceleration sensor and the distance sensor fails, and a failure occurs in any process of delayed closing, directly starting the crossing warning and the crossing closing process; After the crossing warning is initiated and the crossing closure process is completed, the railway side protection signal will indicate pass.

5. 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.

6. A railway crossing warning device, characterized in that: include: The first acquisition module is configured to obtain a plurality of detected speeds and a plurality of detected accelerations of the train within a preset time length / preset distance when the head of the train passes through a fixed notification point and the speed sensor, the acceleration sensor and the distance sensor are determined to be working normally; A first determination module is configured to determine the real-time speed of the train according to a plurality of detected speeds, and to determine the real-time acceleration of the train according to a plurality of detected accelerations; a calculation module configured to determine a current calculated distance between the dynamic notification point and the crossing according to the real-time speed and the real-time acceleration; The first execution module is configured to obtain the current actual distance between the train and the crossing, and after the current actual distance reaches the current calculated distance, start the crossing warning and the crossing closing process; the current actual distance reaches the current calculated distance, which means that the current actual distance is less than or equal to the current calculated distance; The calculation module includes an obtaining unit, a first determining unit and a second determining unit; The obtaining unit is configured to obtain the most unfavorable crossing closing time required for the crossing warning and the crossing closing action, the braking distance of the train, and the first distance between the protective signal and the crossing; The first determination unit 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; The second determination unit is configured to determine a current calculated distance according to the braking distance, the first distance, and the expected travel distance; The second determining unit 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 first distance, S forward is the expected driving distance, S strike-t Calculate the current distance; The protective signal normally maintains the stop display before the road side of the crossing is closed, displays the pass display after the road side of the crossing is closed, and resumes the normal stop display after the train passes the protective signal.

7. A control system for a railway crossing, 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 5 when executing the program instructions.

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