A method and system for railway operation safety protection

Abstract

The present invention discloses a method and system for railway operation safety protection. The method includes the following steps: the system station obtains real-time section occupancy status information; the server collects handheld terminal positioning information and vehicle-mounted terminal positioning information and forwards them to each terminal; the system station performs a fusion analysis of the train position based on the real-time section occupancy status information and the vehicle-mounted terminal positioning information forwarded by the server, forms train operation information, and sends the train operation information to each terminal; each terminal performs corresponding operations based on the handheld terminal positioning information and the train operation information; and the four-party joint control mechanism is realized through the corresponding operations of each terminal. The present invention uses the dynamic tracking and analysis technology of trains to improve the predictability of train operation information by operators and the timeliness of drivers and passengers' grasp of the front operation information.

Description

Technical Field

[0001] The invention relates to a railway operation safety protection method and also to a corresponding system, belonging to the technical field of railway construction protection. Background Art

[0002] The existing railway train and construction maintenance monitoring and early warning system has been increasing with the increasing speed of existing lines, the increasing density of traffic, and the increasing instability of equipment status, which has led to a sharp increase in the construction and maintenance workload of various existing lines. As a result, the safety hazards of the current construction protection system, which is mainly controlled by humans, have become increasingly prominent. During the construction and maintenance of existing lines, the current construction safety protection system is only provided by safety protection personnel. There is no good technical means to ensure that maintenance personnel, construction personnel, protection personnel, construction equipment and running trains are outside the safe protection distance. The monitoring terminal cannot accurately and timely obtain the location information of maintenance personnel, construction personnel, protection personnel, and construction equipment, and ensure that they are outside the safe distance range.

[0003] In the Chinese patent application with publication number CN108128328A, a train approach protection warning system is disclosed. The train approach protection warning system consists of a train information terminal, a handheld terminal, a wireless network, a GPS positioning system, and a monitoring and protection terminal. The monitoring and protection terminal collects information sent by the train information terminal installed on the train at any time through the wireless network and GPS positioning system, and also collects the specific location information of the handheld terminal in the hands of the construction site workers at any time. When the train approaches the location of the construction workers, the system sends a warning message to the handheld terminal to prompt the workers to avoid the train, thereby realizing dynamic monitoring combined with audio and video to ensure the personal safety of the construction workers on site.

[0004] However, the onboard terminal only transmits train operation information back to the server, and cannot display the station status, personnel location, train location, etc., so the driver and crew cannot understand the distribution of operations ahead. In addition, because the broadcast method is used, it is not targeted. After receiving the warning information, the operator needs to identify which trains are heading towards the operator, and irrelevant warning information is likely to interfere with the operator. In addition, the onboard terminal uses a 400M digital radio to broadcast train operation information. When there are many trains around the operation site, co-frequency interference is likely to occur. Summary of the invention

[0005] The primary technical problem to be solved by the present invention is to provide a method for safety protection of railway operations.

[0006] Another technical problem to be solved by the present invention is to provide a railway operation safety protection system.

[0007] In order to achieve the above technical objectives, the present invention adopts the following technical solutions:

[0008] According to a first aspect of an embodiment of the present invention, a method for railway operation safety protection is provided, comprising the following steps:

[0009] S1: The system station obtains real-time section occupancy status information through the signal centralized monitoring system; the server collects the handheld terminal positioning information and the vehicle terminal positioning information through the handheld terminal and the vehicle terminal respectively, and forwards it to the vehicle terminal, handheld terminal, system station, centralized monitoring terminal and mobilization center management and control platform;

[0010] S2: The system station performs integrated analysis on the train position based on the real-time section occupancy status information and the on-board terminal positioning information forwarded by the server to form train operation information, and sends the train operation information to the handheld terminal, on-board terminal, centralized monitoring terminal and the dispatch center control platform;

[0011] S3: The handheld terminal, vehicle-mounted terminal, centralized monitoring terminal and dispatch center control platform perform corresponding operations according to the handheld terminal positioning information and train operation information;

[0012] After receiving the train operation information, the handheld terminal combines the basic data of the railway GIS map and the train location information to perform dynamic handheld terminal-train distance calculation;

[0013] If the distance between the handheld terminal and the train does not enter the protection range, it will be displayed as "Not Entering the Protection Range"; if the distance between the handheld terminal and the train enters the protection range, the operator will be reminded by voice, physical or text;

[0014] After receiving the handheld terminal positioning information and train operation information, the onboard terminal combines the railway GIS map basic data and the handheld terminal positioning information to perform dynamic handheld terminal-train distance calculation;

[0015] If the distance between the handheld terminal and the train does not enter the protection range, it will be displayed as "Not Entering the Protection Range"; if the distance between the handheld terminal and the train enters the protection range, the driver and passengers will be reminded by voice, physical or text;

[0016] After receiving the handheld terminal positioning information and train operation information, the centralized monitoring terminal uses the station diagram and GIS station diagram to dynamically display the station and section signal equipment status, handheld terminal location, train location, train route, handheld terminal-train distance, terminal status, and early warning information in real time, so that professional station liaison officers can monitor various information in a centralized manner.

[0017] After receiving the handheld terminal positioning information and train operation information, the dispatching center monitoring platform uses a dual-mode method of station diagram and GIS station diagram to dynamically display the status of station and section signal equipment, handheld terminal location, train location, train route, handheld terminal-train distance, terminal status, and early warning information in real time, which is used by dispatching duty officers to conduct overall monitoring of all personnel and trains on each line under their jurisdiction.

[0018] S4: A four-party joint control mechanism is realized through corresponding operations of each terminal.

[0019] Preferably, in step S1, the handheld terminal collects positioning information by the following steps:

[0020] S11: Each handheld terminal automatically performs satellite differential positioning after being turned on;

[0021] S12: Each handheld terminal periodically performs noise reduction analysis on its positioning information;

[0022] S13: Positioning and correcting each handheld terminal;

[0023] Among them, the specific algorithm for positioning and correction is: K-Means model discretization method;

[0024] S14: The handheld terminal obtains its corrected positioning information.

[0025] Preferably, the specific content of the noise reduction analysis is:

[0026] S121: The handheld terminal obtains the latest positioning regularly;

[0027] Each handheld terminal creates its own positioning list when it is turned on, and sets the initial average speed to 0; wherein the positioning list is used to record the positioning information of the handheld terminal at the current time, and its content includes but is not limited to the current longitude, latitude, positioning time, etc. of the handheld terminal;

[0028] After the handheld terminal obtains the latest location at a fixed time, the location list is updated;

[0029] S122: The handheld terminal verifies the positioning time in the positioning list and deletes the positioning information whose positioning time exceeds a preset threshold;

[0030] S123: The handheld terminal calculates its average moving speed and updates the record;

[0031] S124: When the number of positioning information in the positioning list is greater than or equal to 2, the handheld terminal calculates the speed between its latest positioning and its previous positioning;

[0032] S125: Compare the current speed with the set speed range;

[0033] If the speed is less than or equal to the set speed range, the latest positioning is directly added to the positioning list and the coordinates of the latest positioning are returned; if the speed is greater than the set speed range, this node data is ignored.

[0034] Preferably, the specific steps of the fusion analysis are:

[0035] S21: The system station receives the vehicle terminal positioning information forwarded by the server;

[0036] S22: The system station analyzes the section where the train is located according to the real-time section occupancy status information and generates a list of sections occupied by the train;

[0037] S23: The system station computer calculates the vertical distance between the vehicle terminal positioning information and all sections of the station, and selects the section with the shortest distance;

[0038] S24: Determine whether the vertical distance between the vehicle terminal positioning information and the minimum distance segment is within a limited range;

[0039] If not, ignore it; if it is, check whether the segment with the shortest distance is occupied;

[0040] If the section with the shortest distance is not occupied, it is ignored; if the section with the shortest distance is occupied, the section where the train is located is determined to be the section with the shortest distance;

[0041] S25: The system station calculates the minimum distance section and specific location information of each train, obtains the train operation information of all trains within the monitoring range of the system station, and sends it to the handheld terminal, vehicle-mounted terminal, centralized monitoring terminal, and dispatch center control platform.

[0042] Preferably, the specific steps of calculating the dynamic handheld terminal-train distance are:

[0043] S31: The handheld terminal collects the information of each train path within its operating range, sets a standard distance, initializes the distance between the handheld terminal and the train path, and initializes the distance between the handheld terminal and the train; wherein,

[0044] The standard distance is the minimum distance of the protection range. The initial value of the distance between the handheld terminal and the train path is infinity. The initial value of the distance between the handheld terminal and the train is 0; the minimum distance of the protection range is the safe distance between the operator and the train path and the safe distance between the operator and the train as specified by the National Railway Administration.

[0045] S32: The handheld terminal traverses the nodes such as sections, signals, switches, etc. in the train path information within its operating range, calculates the distance between the handheld terminal and each node, selects the minimum distance, and calculates the distance between the handheld terminal and the train; wherein the minimum distance is the shortest distance between the handheld terminal and each node;

[0046] S33: After traversing all nodes, the handheld terminal obtains the distance between the handheld terminal and the train path and the distance between the handheld terminal and the train, and returns the updated distance between the person and the train to the on-board terminal, the system station, the centralized monitoring terminal, and the dispatch center control platform.

[0047] Preferably, the minimum distance of the node to the segment is calculated, that is, the vertical distance between the handheld terminal and each segment is calculated, and the minimum value is selected;

[0048] If the minimum distance between the handheld terminal and the section is less than the set standard distance, the handheld terminal is determined to be located in the section position, the minimum distance is updated to be equal to the minimum distance between the handheld terminal and the section, and the cumulative distance of the lengths of each section between the vertical point of the handheld terminal on the train path to the position of the train is calculated to obtain the distance between the handheld terminal and the train path and the distance between the handheld terminal and the train, and the program exits the loop; if the minimum distance between the handheld terminal and the section is greater than the set standard distance, it is determined that the handheld terminal is outside the protection range of the current section, and the loop continues to the next node.

[0049] Preferably, the minimum distance of the signal or switch is calculated, that is, the straight-line distance between the handheld terminal and each signal or switch is calculated, and the minimum value is selected;

[0050] If the minimum distance between the handheld terminal and the signal or switch is less than the set standard distance, the handheld terminal is determined to be at the signal or switch position, and the minimum distance is updated to be equal to the minimum distance between the handheld terminal and the signal or switch, and the cumulative distance of the lengths of each section between the vertical point of the handheld terminal on the train path to the position of the train is calculated to obtain the distance between the handheld terminal and the train path and the distance between the handheld terminal and the train, and the program exits the loop; if the minimum distance between the handheld terminal and the signal or switch is greater than the set standard distance, it is determined that the personnel is outside the node protection range, and the loop continues to the next node.

[0051] Preferably, the handheld terminal calculates the distance between the handheld terminal and the center line of the line based on its own positioning information when the handheld terminal is in a vehicle avoiding state or the distance to a train heading towards the handheld terminal is less than a first preset distance. If the distance between the handheld terminal and the center line of the line is less than a second preset distance, an alarm is given. When avoiding a vehicle at a location such as a bridge where the safety distance requirement cannot be met, the handheld terminal performs a secondary confirmation to ensure that it has evacuated to a safe area.

[0052] Preferably, before step 3, the following steps are also included:

[0053] S301: Before the staff starts the work, an electronic fence is drawn according to the work address range requirements.

[0054] S302: Monitor whether the worker has exceeded the range of the electronic fence during the operation.

[0055] If the vehicle does not exceed the range of the electronic fence, the train approach warning is not activated and the process proceeds to step S4; if the vehicle exceeds the range of the electronic fence, the train approach warning is activated and the process proceeds to step S3.

[0056] According to a second aspect of an embodiment of the present invention, a system for railway operation safety protection is provided, comprising: a system station, a centralized monitoring terminal, a dispatching center monitoring platform, a server, a handheld terminal and a vehicle-mounted terminal, for implementing the above-mentioned railway operation safety protection method.

[0057] Compared with the prior art, the present invention uses train dynamic tracking and analysis technology and satellite high-precision differential positioning technology to intuitively provide railway on-site operators with train approach warning information in the form of graphics, voice, vibration, etc., and provide drivers and passengers with the distribution of operations ahead of the train and the location of operators, thereby improving the operators' predictability of train operation information and the timeliness of the drivers and passengers' grasp of the front operation information. On the other hand, the present invention builds four personal safety lines for on-line operators by establishing a four-party joint control mechanism of "operation site-station-train-dispatching", effectively improving the level of personal protection and safety management and control capabilities, and greatly reducing the probability of personal injury accidents caused by many factors such as geography, weather, personnel quality, negligence, untimely response, and inadequate management when relying solely on manual observation. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1A A schematic diagram of the structure of a railway operation safety protection system provided by an embodiment of the present invention;

[0059] Figure 1B A flow chart of a method for railway operation safety protection provided by an embodiment of the present invention;

[0060] Figure 2 A schematic diagram of the logic of an operator positioning algorithm in a method for railway operation safety protection provided by an embodiment of the present invention;

[0061] Figure 3 A schematic diagram of the fusion analysis algorithm logic in a method for railway operation safety protection provided by an embodiment of the present invention;

[0062] Figure 4A schematic diagram of a dynamic analysis logic of a personnel approach warning in a method for railway operation safety protection provided by an embodiment of the present invention;

[0063] Figure 5 A schematic diagram of a train approach warning analysis logic in a method for railway operation safety protection provided by an embodiment of the present invention;

[0064] Figure 6 A schematic diagram of a dynamic handheld terminal-train distance calculation logic in a method for railway operation safety protection provided by an embodiment of the present invention;

[0065] Figure 7 A schematic diagram of a vehicle avoidance distance verification and alarm logic in a railway operation safety protection method provided by an embodiment of the present invention;

[0066] Figure 8 A schematic diagram of the logic of a four-party joint control mechanism in a method for railway operation safety protection provided by an embodiment of the present invention;

[0067] Fig. 9 A flow chart of an event triggering mechanism in a method for railway operation safety protection provided by an embodiment of the present invention;

[0068] Fig.10 A schematic diagram of a handheld terminal interface in a railway operation safety protection system provided by an embodiment of the present invention;

[0069] Fig.11 A schematic diagram of an on-board terminal interface in a railway operation safety protection system provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0070] The technical content of the present invention is described in detail below with reference to the accompanying drawings and specific embodiments.

[0071] In the application scenario of the embodiment of the present invention, maintenance personnel, construction personnel, protection personnel, construction equipment and other personnel or equipment all hold or are equipped with handheld terminals, and a vehicle-mounted terminal is provided on the train. Therefore, in the case of a single rail, a vehicle-mounted terminal on a train needs to implement the railway operation safety protection method provided by the embodiment of the present invention with multiple handheld terminals; in the case of multiple rails, two trains may run at the same time at the station, and multiple vehicle-mounted terminals need to implement the railway operation safety protection method provided by the embodiment of the present invention with multiple handheld terminals. Here, only one handheld terminal or one vehicle-mounted terminal on a train is used as an example for explanation.

[0072] like Figure 1AAs shown, the railway operation safety protection system provided by the embodiment of the present invention includes a vehicle-mounted terminal, a handheld terminal, a system station, a server, a centralized monitoring terminal and a mobilization center management and control platform.

[0073] First embodiment

[0074] like Figure 1B As shown, a method for railway operation safety protection provided by the first embodiment of the present invention at least includes the following steps:

[0075] S1: The system station obtains real-time section occupancy status information through the signal centralized monitoring system; the server collects the handheld terminal positioning information and the vehicle-mounted terminal positioning information through the handheld terminal and the vehicle-mounted terminal respectively, and sends it to the vehicle-mounted terminal, handheld terminal, system station, centralized monitoring terminal and mobilization center management and control platform.

[0076] Here, the system station machine is set up in a station or railway bureau, such as Beijing West Station, Beijing South Station, Wuhan Railway Bureau, Shanghai Railway Bureau, etc. A station or a railway bureau is equipped with a system station machine to monitor the signal equipment managed by the station or the signal equipment in the station yard and section managed by the railway bureau. Therefore, a system station machine can obtain relevant equipment information and personnel signal equipment information along multiple rails. In actual application scenarios, station machines are mainly set up in stations.

[0077] Here, the signaling equipment includes the aforementioned handheld terminal and vehicle-mounted terminal.

[0078] The centralized signal monitoring system is an existing software system used by the railway electrical (signal) department to grasp the operating status of signal equipment. The system collects various switch quantity information and analog quantity information of signal equipment to perform signal equipment fault alarm and over-limit warning.

[0079] Among them, the switch quantity information is used to indicate the status of the station electrical equipment console, buttons, sections, and key relays, such as: whether the section is occupied, whether the button is pressed, whether a certain light position of the signal light is on, etc.

[0080] like Figure 2 As shown, the handheld terminal collects positioning information using the following steps:

[0081] S11: Each handheld terminal automatically performs satellite differential positioning after being turned on.

[0082] S12: Each handheld terminal periodically performs noise reduction analysis on its positioning information.

[0083] The specific contents of the noise reduction analysis are as follows:

[0084] S121: The handheld terminal obtains its latest location regularly (every 1 second).

[0085] Each handheld terminal creates its own positioning list when it is turned on, and sets the initial average speed to 0. The positioning list is used to record the positioning information of the handheld terminal at the current time, including but not limited to the current longitude, latitude, positioning time, etc. of the handheld terminal.

[0086] After the handheld terminal obtains the latest location at a fixed time, the location list is updated.

[0087] S122: The handheld terminal verifies the positioning time in the positioning list, and deletes the positioning information whose positioning time exceeds a preset threshold.

[0088] S123: The handheld terminal calculates its average moving speed and updates the record.

[0089] S124: When the number of positioning information in the positioning list is greater than or equal to 2, the handheld terminal calculates the speed between its latest positioning and its previous positioning.

[0090] S125: Compare the current speed with the set speed range;

[0091] If the speed is less than or equal to the set speed range (for example, 1.2 times the average speed), the latest positioning is directly added to the positioning list and the coordinates of the latest positioning are returned; if the speed is greater than the set speed range, the node data is ignored. The speed range refers to the maximum walking speed. In this way, handheld terminals that move too fast are excluded, that is, people who are not walking are excluded. Because people who are not walking are usually on vehicles, their moving speed is fast, and they usually do not enter the protection range near the track, so there is no need for analysis.

[0092] S13: Perform positioning and deviation correction on each handheld terminal.

[0093] Among them, the specific algorithm for positioning correction is: K-Means model discretization method.

[0094] S14: The handheld terminal obtains its corrected positioning information.

[0095] The method for collecting the vehicle-mounted terminal positioning information is the same as the method for collecting the handheld terminal positioning information, and the present invention will not be described in detail here.

[0096] It should be noted that the embodiment of the present invention only takes the high-precision positioning provided by Beidou satellite as an example. The vehicle-mounted terminal positioning can also be collected through the vehicle-mounted train operation monitoring device (LKJ). The specific situation is set according to the actual scenario, and the present invention is not limited to this.

[0097] It should be noted that the centralized signal monitoring system described in the present invention can be replaced by a railway train dispatching command system (TDCS) or a centralized dispatching system (CTC). The specific situation is set according to the actual scenario, and the present invention is not limited to this.

[0098] S2: Figure 3 As shown, the system station performs a fusion analysis of the train position based on the real-time section occupancy status information and the on-board terminal positioning information forwarded by the server to form the train operation information, and sends the train operation information to the handheld terminal, on-board terminal, centralized monitoring terminal and the dispatch center management and control platform.

[0099] The specific steps of the fusion analysis are as follows:

[0100] S21: The system station receives the vehicle terminal positioning information forwarded by the server.

[0101] S22: The system station machine analyzes the section where the train is located based on the real-time section occupancy status information and generates a list of sections occupied by the train.

[0102] The definition of a section is a continuous area of ​​a railway line divided by signal equipment. Each signal section has a signal to control the entry and exit of trains to ensure a safe distance between trains, and the length of the signal section is set according to the train running speed and safety requirements. In layman's terms, each section is an independent section of rail.

[0103] The definition of section occupancy is that if there is a train stopping or running on the section, it means that the current section is occupied.

[0104] The section being free is defined as the section being free after the train has completely exited the section.

[0105] The content of the section occupation information includes: the station number where the section is located, the section name, the idle start time, the occupied start time, etc.;

[0106] The train occupied section list is defined as a system cache list. When a section is occupied, the section occupancy information is recorded in this list for subsequent analysis.

[0107] S23: The system station machine calculates the vertical distance between the vehicle terminal positioning information and all sections of the station, and selects the section with the shortest distance.

[0108] S24: Determine whether the vertical distance between the vehicle terminal positioning information and the minimum distance segment is within a limited range;

[0109] If not, ignore it; if it is, check whether the segment with the shortest distance is occupied;

[0110] If the section with the shortest distance is not occupied, it is ignored; if the section with the shortest distance is occupied, the on-board terminal positioning information is determined, that is, the section where the train is positioned is the section with the shortest distance.

[0111] The limited range is 5 meters, which depends on the actual scenario and is not limited in the present invention. The minimum distance section indicates the section where the train where the on-board terminal is located is currently located.

[0112] S25: The system station calculates the minimum distance section and specific location information of each train, obtains the train operation information of all trains within the monitoring range of the system station, and sends it to the handheld terminal, vehicle-mounted terminal, centralized monitoring terminal, and dispatch center control platform.

[0113] S3: The handheld terminal, vehicle-mounted terminal, centralized monitoring terminal and dispatch center control platform perform corresponding operations according to the handheld terminal positioning information and train operation information.

[0114] The specific operations are as follows:

[0115] like Figure 4 As shown, after receiving the train operation information, the handheld terminal combines the basic data of the railway GIS map and the train location information to perform dynamic handheld terminal-train distance calculation. If the handheld terminal-train distance does not enter the protection range, it will be displayed as not entering the protection range; if the handheld terminal-train distance enters the protection range, the train approach warning will be broadcast to the operating personnel in voice, physical, and text methods.

[0116] like Figure 5 As shown, after the on-board terminal receives the handheld terminal positioning information and the train operation information, it combines the railway GIS map basic data and the handheld terminal positioning information to perform dynamic handheld terminal-train distance calculation. If the handheld terminal-train distance does not enter the protection range, it will be displayed as not entering the protection range; if the handheld terminal-train distance enters the protection range, the driver and passengers will be reminded by voice, physical, and text methods.

[0117] After receiving the handheld terminal positioning information and train operation information, the centralized monitoring terminal uses a dual-mode method of station diagram and GIS station diagram to dynamically display the status of station and section signal equipment, handheld terminal location, train location, train route, handheld terminal-train distance, terminal status, and early warning information in real time, so that professional station liaison officers can conduct centralized monitoring.

[0118] After receiving the handheld terminal positioning information and train operation information, the monitoring platform of the dispatching center uses a dual-mode method of station diagram and GIS station diagram to dynamically display the status of station and section signal equipment, handheld terminal location, train location, train route, handheld terminal-train distance, terminal status, and early warning information in real time, so that the dispatching duty officer can conduct overall monitoring of all personnel and trains on each line under his jurisdiction.

[0119] The train approach warning broadcast rules are as follows:

[0120]

[0121] The working position is in the automatic block section:

[0122] When the distance M between the handheld terminal and the train path is less than or equal to 5 meters, and the distance N between the handheld terminal and the train is less than or equal to 3 kilometers, the handheld terminal will issue voice, vibration and text warnings. The warning timing is when picking up the train, departing the train, passing the signal, approaching and leaving. This warning needs to be listened to and confirmed on the handheld terminal. If the centralized monitoring terminal finds that the handheld terminal has not listened to and confirmed, the centralized monitoring terminal will issue an audible and visual alarm.

[0123] When the distance M between the handheld terminal and the train path is less than or equal to 5 meters, and the distance N between the handheld terminal and the train is greater than 3 kilometers, the handheld terminal will issue voice and text warnings. The warning timing is when receiving a train, departing a train, passing a signal, approaching, and leaving. This warning does not need to be listened to and confirmed on the handheld terminal.

[0124] When the distance M between the handheld terminal and the train path is greater than 5 meters and less than or equal to 20 meters, there is no need to consider the distance N between the handheld terminal and the train. The handheld terminal will issue voice and text warnings. The warning timing is when picking up the train, departing, passing the signal, approaching and leaving. This warning does not need to be listened to and confirmed on the handheld terminal.

[0125] When the distance M between the handheld terminal and the train path is greater than 20 meters, there is no need to consider the distance N between the handheld terminal and the train. The handheld terminal issues a text warning. The warning timing is when receiving a train, departing, passing a signal, approaching, and leaving. This warning does not need to be listened to and confirmed on the handheld terminal.

[0126] The working position is in the semi-automatic block section:

[0127] When the distance M between the handheld terminal and the train path is less than or equal to 5 meters, and the distance N between the handheld terminal and the train is less than or equal to 3 kilometers, the handheld terminal will issue voice, vibration and text warnings. The warning timing is when receiving the train, departing, passing the signal, approaching and leaving, and a warning is issued every time the distance N between the handheld terminal and the train is shortened by 1 kilometer. All warnings need to be listened to and confirmed on the handheld terminal. If the centralized monitoring terminal finds that the handheld terminal has not listened to and confirmed any time, the centralized monitoring terminal will issue an audible and visual alarm.

[0128] When the distance M between the handheld terminal and the train path is less than or equal to 5 meters, and the distance N between the handheld terminal and the train is greater than 3 kilometers, the handheld terminal will issue voice and text warnings. The warning timing is when receiving the train, departing, passing the signal, approaching and leaving, and a warning is issued every time the distance N between the handheld terminal and the train is shortened by 1 kilometer. All warnings do not need to be listened to and confirmed on the handheld terminal.

[0129] When the distance M between the handheld terminal and the train path is greater than 5 meters and less than or equal to 20 meters, there is no need to consider the distance N between the handheld terminal and the train. The handheld terminal issues voice and text warnings. The warning timing is when picking up the train, departing, passing the signal, approaching and leaving. In addition, a warning is issued every time the distance N between the handheld terminal and the train is shortened by 1 kilometer. All warnings do not need to be listened to and confirmed on the handheld terminal.

[0130] When the distance M between the handheld terminal and the train path is greater than 20 meters, there is no need to consider the distance N between the handheld terminal and the train. The handheld terminal issues a text warning. The warning timing is when receiving the train, departing, passing the signal, approaching and leaving. The warning is issued once every time the distance N between the handheld terminal and the train is shortened by 1 kilometer. All warnings do not need to be listened to and confirmed on the handheld terminal.

[0131] The working position is within the station:

[0132] When the distance M between the handheld terminal and the train path is less than or equal to 5 meters, and the distance N between the handheld terminal and the train is less than or equal to 3 kilometers, or when the shunting is complete, the handheld terminal will issue voice, vibration and text warnings. The warning timing is when receiving a train, departing a train, passing a signal, approaching and shunting. This warning needs to be listened to and confirmed on the handheld terminal. If the centralized monitoring terminal finds that the handheld terminal has not listened to and confirmed, the centralized monitoring terminal will issue an audible and visual alarm.

[0133] When the distance M between the handheld terminal and the train path is less than or equal to 5 meters, and the distance N between the handheld terminal and the train is greater than 3 kilometers, the handheld terminal will issue voice and text warnings. The warning timing is when receiving a train, departing a train, passing a signal, approaching, and shunting. This warning does not need to be listened to and confirmed on the handheld terminal.

[0134] When the distance M between the handheld terminal and the train path is greater than 5 meters and less than or equal to 20 meters, there is no need to consider the distance N between the handheld terminal and the train. The handheld terminal will issue voice and text warnings. The warning timing is when receiving a train, departing a train, passing a signal, approaching, and shunting. This warning does not need to be listened to and confirmed on the handheld terminal.

[0135] When the distance M between the handheld terminal and the train path is greater than 20 meters, there is no need to consider the distance N between the handheld terminal and the train. The handheld terminal issues a text warning. The warning timing is when receiving a train, departing a train, passing a signal, approaching, and shunting. This warning does not need to be listened to and confirmed on the handheld terminal.

[0136] The distance M between the handheld terminal and the train path is the vertical distance between the handheld terminal and the train path. The distance N between the handheld terminal and the train is the cumulative distance of the lengths of each section between the vertical point of the handheld terminal on the train path and the location of the train.

[0137] It should be noted that the content of the warning voice broadcast will involve identification information such as section number, signal number, and switch number, so these node information is introduced in the distance calculation below, and targeted calculations are performed for different nodes.

[0138] The physical reminder method includes sound, flashing light, vibration, etc., which is not limited in the present invention.

[0139] like Figure 6 As shown, the specific steps of the dynamic handheld terminal-train distance calculation are:

[0140] S31: The handheld terminal collects information on each train path within its operating range, sets a standard distance, initializes the distance M between the handheld terminal and the train path, and initializes the distance N between the handheld terminal and the train.

[0141] The initial value of the distance M between the handheld terminal and the train path is infinite, and the initial value of the distance N between the handheld terminal and the train is 0. The standard distance is the minimum distance of the protection range, that is, the safe distance between the operator and the train path and the safe distance between the operator and the train specified by the National Railway Administration.

[0142] The train path here includes but is not limited to various sections, signals, and switches.

[0143] The train route information includes the section number, signal number, and switch number. For example: Q21G (section 1), 1121 (signal 1), Q23G (section 2), 1131 (signal 2), Q25G (section 3), 1141 (signal 3).

[0144] S32: The handheld terminal traverses the sections, signals, switches and other nodes in each train path within its operating range, calculates the distance between the handheld terminal and each node, selects the minimum distance L, and calculates the distance N between the handheld terminal and the train.

[0145] The minimum distance H is the shortest distance between the handheld terminal and each node, and is used to indicate the node closest to the handheld terminal.

[0146] Calculate the minimum distance H of the node segment 区 , that is, calculate the handheld terminal and each segment (Qd 1 , Qd 2 , Qd 3 ...Qd n ) vertical distance (H 1 , H 2 , H 3 ...H n ), and filter out the minimum value.

[0147] If the minimum distance between the handheld terminal and the segment is H 区 If the distance is less than the set standard distance, the handheld terminal is determined to be located in the segment, and the minimum distance H is updated to be equal to the minimum distance H between the handheld terminal and the segment. 区 , and calculate the cumulative distance of each section length between the vertical point of the handheld terminal on the train path and the position of the train, and obtain the distance M between the handheld terminal and the train path and the distance N between the handheld terminal and the train, and the program exits the loop; if the minimum distance H between the handheld terminal and the section 区 If it is greater than the set standard distance, it is determined that the handheld terminal is outside the protection range of the current section and continues to cycle to the next node.

[0148] Calculate the minimum distance H when the node is a signal or a turnout 设 , that is, calculating the straight-line distance between the handheld terminal and each signal or switch, and filtering out the minimum value.

[0149] If the minimum distance between the handheld terminal and the signal or turnout is less than H 设 If the standard distance is set, the handheld terminal is judged to be at the signal or switch position, and the minimum distance H is updated to be equal to the minimum distance H between the handheld terminal and the signal or switch 设 , and calculate the cumulative distance of each section length between the vertical point of the handheld terminal on the train path and the position of the train, and obtain the distance M between the handheld terminal and the train path and the distance N between the handheld terminal and the train, and the program exits the loop; if the minimum distance H between the handheld terminal and the signal or turnout is 设 If it is greater than the set standard distance, it is determined that the person is outside the node protection range and continues to cycle to the next node.

[0150] S33: After traversing all nodes, the handheld terminal obtains the distance M between the handheld terminal and the train path and the distance N between the handheld terminal and the train, and returns the updated distance between the person and the train to the on-board terminal, the system station, the centralized monitoring terminal, and the dispatch center control platform.

[0151] The method for calculating the dynamic vehicle-mounted terminal-train distance is the same as the method for calculating the dynamic handheld terminal-train distance in the aforementioned handheld terminal, and the present invention will not be described in detail here.

[0152] Preferably, Figure 7 As shown, the handheld terminal has a vehicle avoidance distance verification function.

[0153] The specific avoidance distance verification function is: the handheld terminal calculates the distance between the handheld terminal and the center line of the line based on its own positioning information when the handheld terminal is in the avoidance state or the distance to the train heading towards the handheld terminal is less than the first preset distance. If the distance between the handheld terminal and the center line of the line is less than the second preset distance, an alarm is issued; when avoiding the car at places such as bridges where the safety distance requirements cannot be met, the handheld terminal performs a secondary confirmation to ensure that it has evacuated to a safe area.

[0154] In one embodiment of the present invention, the first preset distance is 1 kilometer, and the second preset distance is 5 meters. It should be noted that the above preset distances can be determined according to actual scenarios, and the present invention is not limited thereto.

[0155] S4: A four-party joint control mechanism is realized through corresponding operations of each terminal.

[0156] The present invention implements a four-party joint control mechanism through corresponding operations of each terminal. Specifically, Figure 8 As shown in the figure, on-site protection personnel use handheld terminals to check train operation information, listen to train approach warning information, remind and supervise on-site operators to get off the track to avoid trains, and control over over-limit operations and illegal on- and off-track behaviors. On-site operators use handheld terminals to broadcast train warning information by voice and vibrate to remind them to get off the track in time to avoid trains.

[0157] Drivers and passengers can intuitively understand the distribution of construction sites and the location of workers ahead of the route through the on-board terminal. If workers intrude into the protection range, they can take corresponding measures such as honking, slowing down, and stopping in advance, thereby preventing personal injury accidents.

[0158] The station liaison officer can use the centralized monitoring terminal to monitor the train and personnel positions in real time, view various alarm information, maintain communication with the operation site, promptly remind and supervise the on-site operators to get off the track to avoid the train, and control the over-limit operations and illegal on-track behaviors. When the train approaches and the operators intrude into the protection area, the operator on duty will be reminded to notify the driver and crew of the train to take emergency measures.

[0159] The monitoring platform of the dispatching center displays in real time the distribution of construction operations on each line within the jurisdiction, as well as the locations of all on-track workers and trains. It responds to and supervises early warning alarms, and replays historical footage of the accident scene for safety analysis.

[0160] Second embodiment

[0161] The warning method of the first embodiment of the present invention is periodic updating, and this embodiment adopts an event triggering mechanism.

[0162] Specifically, the second embodiment of the present invention adds an event triggering mechanism based on an electronic fence before step S3 described in the first embodiment.

[0163] like Fig. 9 As shown, the event triggering mechanism includes the following steps:

[0164] S301: Before the staff starts the work, an electronic fence is drawn according to the work address range requirements.

[0165] Among them, the distance between the boundary of the electronic fence and the train path is greater than the safety distance between the operating personnel and the train path stipulated by the National Railway Administration.

[0166] S302: Monitor whether the worker has exceeded the range of the electronic fence during the operation.

[0167] If the vehicle does not exceed the range of the electronic fence, the train approach warning is not activated and the process proceeds to step S4; if the vehicle exceeds the range of the electronic fence, the train approach warning is activated and the process proceeds to step S3.

[0168] In one embodiment of the present invention, the monitoring method is a ray method. The ray method is a method for determining whether a point is within a polygon, and its content is: make a ray starting from the point, when the number of times it crosses the region boundary is an even number, the point is outside the region, and if it is an odd number, the point is within the region.

[0169] When workers are working at the boundary of an electronic fence, the positioning information of their handheld terminals may frequently exceed the boundaries of the electronic fence. Therefore, it is necessary to achieve a balance between frequent boundary violations and alarm notifications through the ray method, which can both provide alarm prompts and avoid frequent alarms.

[0170] Third embodiment

[0171] like Figure 1A As shown, the third embodiment of the present invention provides a system for railway operation safety protection, which at least includes: a system station, a centralized monitoring terminal, a dispatching center monitoring platform, a server, a handheld terminal and a vehicle-mounted terminal, which are used to implement the railway operation safety protection method provided by the first embodiment or the second embodiment.

[0172] In one embodiment of the present invention, the system station includes: a data acquisition module, a data bus module, a vehicle position fusion analysis module, a train approach warning analysis module, a schematic station display module, a GIS station display module, a communication module, a historical data playback module, and a trajectory query module.

[0173] Among them, the function of the data acquisition module is to obtain the real-time section occupancy status information of the station from the centralized signal monitoring (data source), and send it to the data bus module after parsing for subsequent analysis and display.

[0174] The function of the data bus module is to realize data interaction among modules in the system station.

[0175] The function of the vehicle position fusion analysis module is to conduct a comprehensive analysis of the train position obtained by real-time positioning of the on-board terminal and signal logic analysis, and analyze the specific location of the train in the station section for subsequent analysis and display.

[0176] The function of the train approach warning analysis module is to generate train approach warning information based on the real-time section occupancy status information of the station, combined with the logical relationship of the signal equipment and the train position, route, direction and other information, and send it to the data bus for subsequent display and analysis.

[0177] The function of the schematic station display module is to superimpose personnel icons, terminal status (getting on the road, avoiding vehicles, getting off the road, normal positioning, no positioning, communication status, confirmation feedback status, etc.), and early warning information on the basis of the schematic station display by the station computer, centralized monitoring terminal, and dispatching center monitoring platform, focusing on the comprehensive display of personnel, trains and various information in the station.

[0178] The function of the GIS station display module is to use the high-precision GIS map as the base map for the station machine, centralized monitoring terminal, and dispatching center monitoring platform, and superimpose and display railway lines, signal equipment, insulation joints, bridges, tunnels, operating rooms and other graphic elements. It can also display the real-time status of signal equipment, personnel location, etc., focusing on the detailed display of the personnel and train locations in the station.

[0179] The role of the communication module is to achieve data interaction. For the station machine, the sent data includes: real-time section occupancy status information, warning information, heartbeat, etc. The data forwarded by the receiving server includes: handheld terminal data (heartbeat, up and down lane status, positioning information, dynamic protection information, confirmation feedback information, etc.) and vehicle terminal data (heartbeat, positioning information, dynamic protection information, etc.).

[0180] The function of the historical data playback module is that the system automatically records the station information, train trajectory, and personnel trajectory of the entire operation process, which is convenient for reproducing historical data after an accident occurs and analyzing the cause of the accident.

[0181] The function of the track query module is to query the complete walking track of the handheld terminal within a period of time.

[0182] In one embodiment of the present invention, the centralized monitoring terminal includes: a communication module, a schematic station display module, a GIS station display module, a historical data playback module, and a trajectory query module. The dispatch center monitoring platform includes: a communication module, a schematic station display module, a GIS station display module, a historical data playback, and a trajectory query module. The server includes: a server management module and a server communication module. The handheld terminal includes: a terminal communication module, a terminal positioning acquisition module, a handheld terminal dynamic protection module, a handheld terminal schematic station display module, a handheld terminal GIS station display module, a handheld terminal confirmation feedback module, a terminal upgrade module, a terminal data synchronization module, and a handheld terminal management module.

[0183] Among them, the role of the terminal communication module is to realize data interaction between the handheld terminal, the vehicle-mounted terminal and the server. The role of the terminal positioning acquisition module is to realize the positioning information collection, noise reduction and deviation correction of the handheld terminal and the vehicle-mounted terminal. After connecting to the differential base station, the terminal positioning accuracy can reach the centimeter level. The role of the handheld terminal dynamic protection module is: the handheld terminal uses the terminal positioning combined with the train operation information (train position, route, path, direction, etc.) of the warning information to remind the trains entering the protection range through voice, text, vibration and other methods; the train warning information outside the protection range is directly ignored to avoid irrelevant warning information from interfering with on-site users.

[0184] The function of the handheld terminal schematic station display module is the same as that of the schematic station display module. The difference lies in the different implementation methods. The station machine, centralized monitoring terminal, and dispatch center monitoring terminal are Windows platform versions, and the handheld terminal and vehicle-mounted terminal are Android platform versions.

[0185] In addition, the function of the handheld terminal GIS station display module is the same as that of the GIS station display module. The difference lies in the different implementation methods. The station machine, centralized monitoring terminal, and dispatch center monitoring terminal are Windows platform versions, and the handheld terminal and vehicle-mounted terminal are Android platform versions.

[0186] The function of the handheld terminal confirmation feedback module is: when a train is running within the protection range of the handheld terminal and heading towards the handheld terminal, and the distance from the handheld terminal is less than the set distance, the handheld terminal not only reminds the user through text, voice, vibration, alarm, etc., but also requires the user to click the confirmation button on hand to ensure that the user has heard this warning information. If the timeout is not confirmed, the indoor station machine, centralized monitoring terminal, and dispatch center monitoring terminal will alarm and notify the indoor liaison that the outdoor protection officer has not listened to the confirmation. At this time, the indoor liaison can contact the on-site protection officer through various means such as intercom and mobile phone to organize personnel to get off the road and avoid the car in time.

[0187] The confirmation feedback mechanism realizes indoor and outdoor linkage protection, effectively preventing outdoor workers from being unprotected and reducing personal injury accidents.

[0188] The function of the terminal upgrade module is to realize the application version upgrade of handheld terminals and vehicle-mounted terminals.

[0189] The function of the terminal data synchronization module is to realize the automatic synchronization of basic data of handheld terminals and vehicle-mounted terminals.

[0190] The function of the handheld terminal management module is to realize the setting management of handheld terminal parameters.

[0191] like Fig.10 As shown, the handheld terminal uses a dual-mode method of station diagram and GIS station diagram to dynamically display the status of station and section signal equipment, personnel location, train location, train route, handheld terminal-train distance, terminal status, and warning information in real time. The GIS station diagram uses a high-precision railway electronic map as the base map, and can also display detailed information such as the protection net boundary, bridges, tunnels, and protection net entrances.

[0192] In one embodiment of the present invention, through dynamic display, voice broadcast and text display in the handheld terminal, the staff can predict the train operation information at future times. For example, the distance between the handheld terminal and the train at the current moment is 20 kilometers, which is displayed on the interface of the handheld terminal through text information, and the handheld terminal will continue to update the train position information in real time. After seeing the distance between the staff and the train, they can estimate how long it will take for the train to arrive, or how long they will be in the dangerous area within the protection range, so that the staff can evacuate in advance or speed up the work progress.

[0193] At present, some domestic railways have begun to realize the process of railway electronicization. The basic part includes railway surveying and mapping, which is generally implemented by using drones or professional equipment to scan geographic information along the railway line, and then using special tools for processing to generate 2D and 3D railway electronic maps. This type of electronic map pays more attention to the specific display of railway equipment, poles, contact networks, buildings, bridges, culverts, etc., and is a static drawing.

[0194] In one embodiment of the present invention, the railway electronic map involved is based on the existing GIS (the present invention uses AutoNavi) as the base layer, and uses self-drawing elements to overlay on the base map, highlighting the electrical related equipment, such as: track sections, signal machines, switches, etc., and presenting the equipment status in real time to achieve dynamic display of the equipment status. In addition, the GIS station map involved in the embodiment of the present invention has the difficulty of displaying the element status in that it must comply with the logical relationship of the station and needs to be dynamically drawn. For example, when arranging the train route, it is necessary to draw different line segments according to the switch position, and the section connected to the switch will draw different line segments according to the switch status, or show or hide some elements of the section, etc.

[0195] In one embodiment of the present invention, the vehicle-mounted terminal includes: a terminal communication module, a terminal positioning collection module, a terminal upgrade module, a terminal data synchronization module, a vehicle-mounted terminal operator warning analysis module, a vehicle-mounted terminal schematic station display module, and a vehicle-mounted terminal GIS station display module.

[0196] Among them, the role of the on-board terminal operator warning analysis module is: the on-board terminal dynamically calculates the handheld terminal-train distance (distance along the line) based on its own positioning and operation information, combined with the protection distance requirements and the basic data of the railway GIS map, to determine whether the personnel have invaded the line or the protection range of the train, and form personnel approach warning information to remind the driver and passengers to take corresponding measures.

[0197] The function of the vehicle-mounted terminal schematic station field display module is the same as that of the schematic station field display module and the handheld terminal schematic station field display module.

[0198] The function of the vehicle-mounted terminal GIS station display module is the same as that of the GIS station display module and the handheld terminal GIS station display module.

[0199] like Fig.11 As shown, the on-board terminal uses a dual-mode method of station diagram and GIS station diagram to dynamically display the status of station and section signal equipment, personnel location, train location, train route, handheld terminal-train distance, terminal status, and warning information in real time, and focuses on displaying the distance and warning information of the nearest operating personnel on the line ahead of the train.

[0200] It should be noted that the present invention follows the fault-guided safety principle and has a self-checking alarm function. When faults or abnormalities such as data interruption, communication interruption, and positioning loss occur, an alarm will be issued in a timely manner so that on-site personnel and drivers and passengers can understand the abnormal situation of the equipment and strengthen surveillance; station liaison officers and dispatch center personnel can strengthen management and control.

[0201] It should be noted that the above-mentioned multiple embodiments are only examples, and the technical solutions of various embodiments can be combined, all of which are within the protection scope of the present invention.

[0202] The above is a detailed description of the method and system for railway operation safety protection provided by the present invention. For those skilled in the art, any obvious changes made to it without departing from the essence of the present invention will constitute an infringement of the patent right of the present invention and will bear corresponding legal responsibilities.

Claims

1. A method for railway operation safety protection, characterized in that The steps include: S1: The system station obtains real-time section occupancy status information through the signal centralized monitoring system; the server collects the handheld terminal positioning information and the vehicle terminal positioning information through the handheld terminal and the vehicle terminal respectively, and forwards it to the vehicle terminal, handheld terminal, system station, centralized monitoring terminal and mobilization center management and control platform; S2: The system station performs integrated analysis on the train position based on the real-time section occupancy status information and the on-board terminal positioning information forwarded by the server to form train operation information, and sends the train operation information to the handheld terminal, on-board terminal, centralized monitoring terminal and the dispatch center control platform; S3: The handheld terminal, vehicle-mounted terminal, centralized monitoring terminal and dispatch center control platform perform corresponding operations according to the handheld terminal positioning information and train operation information; After receiving the train operation information, the handheld terminal combines the basic data of the railway GIS map and the train location information to perform dynamic handheld terminal-train distance calculation; If the distance between the handheld terminal and the train does not enter the protection range, it will be displayed as "Not Entering the Protection Range"; if the distance between the handheld terminal and the train enters the protection range, the operator will be reminded by voice, physical or text; After receiving the handheld terminal positioning information and train operation information, the onboard terminal combines the railway GIS map basic data and the handheld terminal positioning information to perform dynamic handheld terminal-train distance calculation; If the distance between the handheld terminal and the train does not enter the protection range, it will be displayed as "Not Entering the Protection Range"; if the distance between the handheld terminal and the train enters the protection range, the driver and passengers will be reminded by voice, physical or text; After receiving the handheld terminal positioning information and train operation information, the centralized monitoring terminal uses the station diagram and GIS station diagram to dynamically display the station and section signal equipment status, handheld terminal location, train location, train route, handheld terminal-train distance, terminal status, and early warning information in real time, so that professional station liaison officers can monitor various information in a centralized manner. After receiving the handheld terminal positioning information and train operation information, the monitoring platform of the dispatching center uses the station yard diagram and GIS station yard diagram to dynamically display the status of station yard and section signal equipment, handheld terminal location, train location, train route, handheld terminal-train distance, terminal status, and early warning information in real time, so that the dispatching duty officer can conduct overall monitoring of all personnel and trains on each line within the management; S4: Implement the four-party joint control mechanism through corresponding operations of each terminal; The handheld terminal collects positioning information using the following steps: S11: Each handheld terminal automatically performs satellite differential positioning after being turned on; S12: Each handheld terminal periodically performs noise reduction analysis on its positioning information; S13: Positioning and correcting each handheld terminal; Among them, the specific algorithm for positioning and correction is: K-Means model discretization method; S14: The handheld terminal obtains its corrected positioning information; The noise reduction analysis comprises the following steps: S121: The handheld terminal obtains the latest positioning regularly; Each handheld terminal creates its own positioning list when it is turned on, and sets the initial average speed to 0; wherein the positioning list is used to record the positioning information of the handheld terminal at the current time, and its content includes but is not limited to the current longitude, latitude and positioning time of the handheld terminal; After the handheld terminal obtains the latest location at a fixed time, the location list is updated; S122: The handheld terminal verifies the positioning time in the positioning list and deletes the positioning information whose positioning time exceeds a preset threshold; S123: The handheld terminal calculates its average moving speed and updates the record; S124: When the number of positioning information in the positioning list is greater than or equal to 2, the handheld terminal calculates the speed between its latest positioning and its previous positioning; S125: Compare the current speed with the set speed range; If the speed is less than or equal to the set speed range, the latest positioning is directly added to the positioning list and the coordinates of the latest positioning are returned; if the speed is greater than the set speed range, the node data is ignored; The fusion analysis includes the following steps: S21: The system station receives the vehicle terminal positioning information forwarded by the server; S22: The system station analyzes the section where the train is located according to the real-time section occupancy status information and generates a list of sections occupied by the train; S23: The system station computer calculates the vertical distance between the vehicle terminal positioning information and all sections of the station, and selects the section with the shortest distance; S24: Determine whether the vertical distance between the vehicle terminal positioning information and the minimum distance segment is within a limited range; If not, ignore it; if it is, check whether the segment with the shortest distance is occupied; If the section with the shortest distance is not occupied, it is ignored; if the section with the shortest distance is occupied, the section where the train is located is determined to be the section with the shortest distance; S25: The system station calculates the minimum distance section and specific location information of each train, obtains the train operation information of all trains within the monitoring range of the system station, and sends it to the handheld terminal, vehicle-mounted terminal, centralized monitoring terminal, and dispatch center control platform.

2. The method according to claim 1, characterized in that The specific steps of the dynamic handheld terminal-train distance calculation are: S31: The handheld terminal collects the information of each train path within its operating range, sets a standard distance, initializes the distance between the handheld terminal and the train path, and initializes the distance between the handheld terminal and the train; wherein, The standard distance is the minimum distance of the protection range, the initial value of the distance between the handheld terminal and the train path is infinity, and the initial value of the distance between the handheld terminal and the train is 0; the minimum distance of the protection range is the safety distance between the operator and the train path and the safety distance between the operator and the train specified by the National Railway Administration; S32: The handheld terminal traverses the nodes such as sections, signals, switches, etc. in the train path information within its operating range, calculates the distance between the handheld terminal and each node, selects the minimum distance, and calculates the distance between the handheld terminal and the train; wherein the minimum distance is the shortest distance between the handheld terminal and each node; S33: After traversing all nodes, the handheld terminal obtains the distance between the handheld terminal and the train path and the distance between the handheld terminal and the train, and returns the updated distance between the person and the train to the on-board terminal, the system station, the centralized monitoring terminal, and the dispatch center control platform.

3. The method according to claim 2, characterized in that: Calculate the minimum distance of the node as a segment, that is, calculate the vertical distance between the handheld terminal and each segment, and select the minimum value; If the minimum distance between the handheld terminal and the section is less than the set standard distance, the handheld terminal is determined to be located in the section position, the minimum distance is updated to be equal to the minimum distance between the handheld terminal and the section, and the cumulative distance of the lengths of each section between the vertical point of the handheld terminal on the train path to the position of the train is calculated to obtain the distance between the handheld terminal and the train path and the distance between the handheld terminal and the train, and the program exits the loop; if the minimum distance between the handheld terminal and the section is greater than the set standard distance, it is determined that the handheld terminal is outside the protection range of the current section, and the loop continues to the next node.

4. The method according to claim 2, characterized in that: The calculation node is the minimum distance of the signal machine or the turnout, that is, the straight-line distance between the handheld terminal and each signal machine or turnout is calculated, and the minimum value is selected; If the minimum distance between the handheld terminal and the signal or switch is less than the set standard distance, the handheld terminal is determined to be at the signal or switch position, and the minimum distance is updated to be equal to the minimum distance between the handheld terminal and the signal or switch, and the cumulative distance of the lengths of each section between the vertical point of the handheld terminal on the train path to the position of the train is calculated to obtain the distance between the handheld terminal and the train path and the distance between the handheld terminal and the train, and the program exits the loop; if the minimum distance between the handheld terminal and the signal or switch is greater than the set standard distance, it is determined that the personnel is outside the node protection range, and the loop continues to the next node.

5. The method according to claim 2, characterized in that: Based on its own positioning information, the handheld terminal calculates the distance between the handheld terminal and the center line of the line when the handheld terminal is in the vehicle avoiding state or the distance to the train heading towards the handheld terminal is less than the first preset distance. If the distance between the handheld terminal and the center line of the line is less than the second preset distance, an alarm is issued. When avoiding the vehicle at a location such as a bridge where the safety distance requirement cannot be met, the handheld terminal performs a secondary confirmation to ensure that it has evacuated to a safe area.

6. The method according to claim 1, characterized in that Before step 3, the method further includes the following steps: S301: Before the staff conducts the operation, an electronic fence is drawn according to the operation address range requirements; S302: monitoring whether the worker exceeds the range of the electronic fence during the operation; If the train does not exceed the range of the electronic fence, the train approach warning is not activated and the process goes to step S4; If it exceeds the range of the electronic fence, the train approach warning is activated and the process goes to step S3.

7. A railway operation safety protection system, comprising: The system station machine, centralized monitoring terminal, dispatching center monitoring platform, server, handheld terminal and vehicle-mounted terminal are characterized by being used to implement the method for railway operation safety protection described in any one of claims 1 to 6.

Images