Railway tunnel entrance and exit safety monitoring method and system

Abstract

The invention discloses a railway tunnel entrance and exit safety monitoring method, which comprises the steps of monitoring and collecting first monitoring data of a region around a railway tunnel entrance and exit, collecting second monitoring data of the region where the railway tunnel entrance and exit is located in real time, and collecting third monitoring data from public alarm, and the first monitoring data, the second monitoring data and the third monitoring data are utilized to simulate and present disaster scenes of the railway tunnel entrance and exit, so that the safety of the important scene of the railway tunnel entrance and exit can be effectively monitored, accurately identified and alarmed. In addition, the invention also discloses a railway tunnel entrance and exit safety monitoring system.

Description

Technical Field

[0001] The present invention relates to the field of tunnel safety monitoring, and in particular to a railway tunnel entrance and exit safety monitoring method and system. Background Art

[0002] The entrance and exit of a railway tunnel is the entrance and exit for trains to enter or exit the tunnel. Due to the gradual changes in the geology and landforms around the entrance, foreign objects such as fallen objects, mudslides, and landslides may enter the rails at the entrance and exit of the railway tunnel, or landslides may occur under the rails, hindering the normal operation of trains and even causing accidents.

[0003] Therefore, for this specific scenario at the entrance and exit of railway tunnels, how to accurately predict and anticipate safety hazards, detect disasters in a timely manner and alert running trains to avoid safety accidents is an important issue that must be solved for safe railway operations. Summary of the invention

[0004] The main technical problem solved by the present invention is to provide a railway tunnel entrance and exit safety monitoring method and system, so as to solve the problem of long-term prediction of railway tunnel entrance and exit safety hazards, as well as timely detection and alarm before and after disasters.

[0005] In order to solve the above technical problems, a technical solution adopted by the present invention is to provide a railway tunnel entrance and exit safety monitoring method, comprising the following steps: monitoring and collecting first monitoring data of the surrounding area of ​​the railway tunnel entrance and exit, performing correlation analysis on the first monitoring data, and predicting the disaster risk level of the railway tunnel entrance and exit; collecting second monitoring data of the location of the railway tunnel entrance and exit in real time, performing on-site identification of the second monitoring data, and issuing a disaster risk alarm at the railway tunnel entrance and exit; collecting third monitoring data from public alarms, comparing the third monitoring data with the first monitoring data and / or the second monitoring data, and confirming the actual situation of the disaster risk at the railway tunnel entrance and exit; constructing a virtual simulation scene of the railway tunnel entrance and exit, and using the first monitoring data, the second monitoring data and / or the third monitoring data to simulate and present the disaster scene at the railway tunnel entrance and exit.

[0006] In another embodiment, the monitoring collects first monitoring data of the area surrounding the entrance and exit of the railway tunnel, including collecting first meteorological and hydrological data brought by satellite cloud map broadcasts of the location of the entrance and exit of the railway tunnel.

[0007] In another embodiment, the real-time collection of the second monitoring data at the location of the railway tunnel entrance and exit includes setting up a meteorological and hydrological collection device in a first area of ​​the location of the railway tunnel entrance and exit to collect the second meteorological and hydrological data at the location of the railway tunnel entrance and exit.

[0008] In another embodiment, the monitoring and collecting of first monitoring data of the area surrounding the railway tunnel entrance and exit includes collecting surrounding land image data in a second area range where the railway tunnel entrance and exit is located.

[0009] In another embodiment, the real-time collection of the second monitoring data at the location of the railway tunnel entrance and exit also includes real-time collection of rail image data at the railway tunnel entrance and exit, and the rail image data includes video image data taken by visible light, infrared image data taken by infrared light, and three-dimensional point cloud data collected by lidar.

[0010] In another embodiment, the real-time collection of the second monitoring data at the location of the railway tunnel entrance and exit includes collecting vibration sensing data at the location of the railway tunnel entrance and exit.

[0011] In another embodiment, after the second meteorological and hydrological data, rail image data and vibration sensing data are collected, they are all transmitted to an edge computing station near the entrance and exit of the railway tunnel for calculation and processing, and the calculation and processing results are transmitted to the railway track monitoring center.

[0012] In another embodiment, the first meteorological and hydrological data and the second meteorological and hydrological data are also integrated in the railway track monitoring center to query and obtain the meteorological real-time information and forecast information of each entrance and exit of the railway tunnel.

[0013] The present application also discloses a railway tunnel entrance and exit safety monitoring system, including: a prediction and analysis module, which is used to monitor and collect first monitoring data of the surrounding area of ​​the railway tunnel entrance and exit, perform correlation analysis on the first monitoring data, and predict the danger level of disaster occurrence at the railway tunnel entrance and exit; an identification and alarm module, which is used to collect second monitoring data of the location of the railway tunnel entrance and exit in real time, perform on-site identification of the second monitoring data, and issue an alarm of the danger of disaster occurrence at the railway tunnel entrance and exit; a danger verification module, which is used to collect third monitoring data from public alarms, compare the third monitoring data with the first monitoring data and / or the second monitoring data, and verify the actual situation of the danger of disaster occurrence at the railway tunnel entrance and exit; a simulation presentation module, which is used to construct a virtual simulation scene of the railway tunnel entrance and exit, and use the first monitoring data, the second monitoring data and / or the third monitoring data to simulate and present the disaster scene of the railway tunnel entrance and exit.

[0014] The beneficial effects of the present invention are as follows: the present invention discloses a railway tunnel entrance and exit safety monitoring method, the method comprising: monitoring and collecting first monitoring data of the surrounding area of ​​the railway tunnel entrance and exit, collecting second monitoring data of the location of the railway tunnel entrance and exit in real time, collecting third monitoring data from public alarms, and using the first monitoring data to the third monitoring data to simulate and present disaster scenes at the railway tunnel entrance and exit, which is conducive to effective monitoring, accurate identification and alarm of the safety of the important scene of the railway tunnel entrance and exit. In addition, the present invention also discloses a railway tunnel entrance and exit safety monitoring system. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 is a flow chart of an embodiment of a railway tunnel entrance and exit safety monitoring method according to the present invention; Figure 2 Schematic diagram of the layout of the entrance and exit of a railway tunnel in an embodiment of the railway tunnel entrance and exit safety monitoring method according to the present invention; Figure 3 It is a schematic diagram of the railway track tunnel distribution and the corresponding weather display in an embodiment of the railway tunnel entrance and exit safety monitoring method according to the present invention; Figure 4 It is a schematic diagram of the perimeter divisions of the railway tunnel entrance and exit in an embodiment of the railway tunnel entrance and exit safety monitoring method according to the present invention; Figure 5 is a schematic diagram of terrain division of a railway tunnel entrance and exit in an embodiment of a railway tunnel entrance and exit safety monitoring method according to the present invention; Figure 6 It is a simulation schematic diagram of a railway tunnel entrance and exit safety monitoring method according to the present invention in an embodiment of the railway tunnel entrance and exit; Figure 7 It is a block diagram of the components of an embodiment of a railway tunnel entrance and exit safety monitoring system according to the present invention. DETAILED DESCRIPTION

[0016] In order to facilitate the understanding of the present invention, the present invention is described in more detail below in conjunction with the accompanying drawings and specific embodiments. Preferred embodiments of the present invention are provided in the accompanying drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described in this specification. On the contrary, the purpose of providing these embodiments is to make the understanding of the disclosure of the present invention more thorough and comprehensive.

[0017] It should be noted that, unless otherwise defined, all technical and scientific terms used in this specification have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used in this specification includes any and all combinations of one or more related listed items.

[0018] Figure 1 The flowchart of an embodiment of the railway tunnel entrance and exit safety monitoring method of the present invention is shown. Figure 1 The steps include: Step S1: monitor and collect the first monitoring data of the surrounding area of ​​the railway tunnel entrance and exit, perform correlation analysis on the first monitoring data, and predict the danger level of disasters at the railway tunnel entrance and exit; the danger levels here mainly include: no danger; the meteorological data corresponding to the first danger level is mild data, such as wind force below level 3, light rain and duration less than 1 hour and other meteorological indicators; the meteorological data corresponding to the second danger level is data with preliminary destructive power, such as wind force greater than level 3 and less than level 5, moderate rain or above and duration greater than 1 hour and other meteorological indicators; the meteorological data corresponding to the third danger level is data with obvious destructive power, such as wind force greater than level 5, heavy rain or above and duration greater than 2 hours and other meteorological indicators. And so on.

[0019] Step S2: real-time collection of second monitoring data at the location of the railway tunnel entrance and exit, on-site identification of the second monitoring data, and issuance of a danger alarm for disasters at the railway tunnel entrance and exit; mainly by identifying situations such as foreign objects occupying the track, geological disasters about to occur or having occurred, and water accumulation overflowing the track, and issuing a danger alarm signal.

[0020] Step S3: Gather the third monitoring data from public alarms, compare the third monitoring data with the first monitoring data or the second monitoring data, and verify the actual situation of the disaster at the entrance and exit of the railway tunnel.

[0021] Step S4: construct a virtual simulation scene of the entrance and exit of the railway tunnel, and use the first monitoring data, the second monitoring data and / or the third monitoring data to simulate and present the disaster scene of the entrance and exit of the railway tunnel.

[0022] The above-mentioned railway tunnel entrance and exit safety monitoring method can form a monitoring mechanism that combines long-term disaster monitoring and early warning with real-time disaster monitoring and alarm, and integrate public alarm information for on-site verification. It can also simulate disasters at railway tunnel entrances and exits through virtual simulation, which is conducive to monitoring and predicting the safety of this important scene.

[0023] Combination Figure 2 In step S1, the first monitoring data of the surrounding area of ​​the railway tunnel entrance and exit is monitored and collected. , including collecting the first meteorological and hydrological data from satellite cloud map broadcasts at the railway tunnel entrance A1 , Indicates the collection time of the first meteorological and hydrological data, The three-dimensional geographic coordinates representing the collection of the first meteorological and hydrological data are used to collect the real-time meteorological data detected by the meteorological satellite. and forecast weather data Access to the railway track monitoring center as the first meteorological and hydrological data Real-time meteorological data and forecast meteorological data are hydrological and meteorological data with a large spatial range, which are advantageous in predicting changes over a large spatial range and over time. The railway track monitoring center is a big data processing center that can access and process a variety of monitoring data for safety monitoring along the railway track.

[0024] Specifically, within hundreds of kilometers along the railway, the three-dimensional geographic data along the railway and the real-time meteorological data detected by meteorological satellites are integrated with the three-dimensional geographic coordinates as a reference to obtain the real-time meteorological data of the geographical location of each railway tunnel entrance and exit along the railway. , including haze data, typhoon data, rainstorm and severe convection data, and dust data. Real-time meteorological data detected by meteorological satellites refers to the meteorological data released by meteorological satellites at certain time intervals. Each release of meteorological data reflects the meteorological conditions at the time of collection. When meteorological data is released again, it reflects the meteorological conditions at the next collection time and cannot be obtained in real time.

[0025] In this way, predictions are also made based on the characteristic parameters of real-time meteorological data (such as the characteristic parameters of heavy rain and severe convection data, including cloud thickness, moving speed, moving direction, etc.) to obtain predicted meteorological data. Two adjacent intervals of and By predicting meteorological data to characterize.

[0026] Further, the weather data will be predicted By integrating with the three-dimensional geographic coordinates along the railway, before obtaining the next real-time meteorological data, the meteorological impact on the entrances and exits of railway tunnels in different geographical locations can be predicted and assessed through the predicted meteorological data.

[0027] In this regard, in the railway track monitoring center that uniformly monitors the entrances and exits of railway tunnels, the above-mentioned three-dimensional geographic data along the railway, real-time meteorological data and predicted meteorological data detected by meteorological satellites can also be simulated and displayed on the screen, so that the real-time meteorological information and predicted information of each railway tunnel entrance and exit along the observed railway can be selected to view.

[0028] like Figure 3As shown, the railway track B1 is simulated and displayed in the railway track monitoring center, multiple railway tunnel entrances and exits B2 are set on the track B1, and the corresponding meteorological cloud group logo B3 is above the railway tunnel entrance and exit B2. By clicking on the meteorological cloud group logo B3, the real-time meteorological data and predicted meteorological data of the corresponding railway tunnel entrance and exit B2 can be queried. Among them, although the simulation display can display the railway track, railway tunnel entrance and exit and meteorological cloud group by logo, it is based on the authenticity of the geographical location coordinates of each railway tunnel entrance and exit, as well as the timeliness and accuracy of the real-time meteorological data and predicted meteorological data, and a corresponding relationship is established between the real-time meteorological data and predicted meteorological data and the three-dimensional geographical coordinates, so that when the meteorological cloud group logo above each railway tunnel entrance and exit is selected and clicked, the accurate meteorological data above it can be obtained.

[0029] Further, combined with Figure 2 , for the second monitoring data of the railway tunnel entrance and exit location collected in real time in step S2 , including setting up a meteorological and hydrological data collection device A111 in a first area A11 where the railway tunnel entrance and exit A1 is located, for collecting second meteorological and hydrological data at the railway tunnel entrance and exit A1 , Indicates the collection time of the second meteorological and hydrological data, The three-dimensional geographic coordinates representing the collection of the second meteorological and hydrological data include the real-time precipitation, temperature, wind speed and other data at the location of the railway tunnel entrance A1.

[0030] Compared with the first meteorological and hydrological data, the second meteorological and hydrological data is collected in real time by the meteorological and hydrological collection device A111 on the meteorological and hydrological conditions at the railway tunnel entrance and exit A1, while the first meteorological and hydrological data is monitored by meteorological satellites on a larger range of meteorological data above the railway tunnel entrance and exit A1. Therefore, the first meteorological and hydrological data is used for macro-monitoring of a larger area centered on the railway tunnel entrance and exit, and can predict and reflect meteorological trends within 30 minutes to 3 hours. The first meteorological and hydrological data is used for micro-monitoring of the railway tunnel entrance and exit, and reflects real-time and specific meteorological data. Therefore, the first meteorological and hydrological data is combined with the second meteorological and hydrological data to meet the condition and , Representing the threshold of spatial coordinate difference, the hydrological and meteorological data from the two channels can more accurately realize the real-time meteorological monitoring and dynamic prediction of the entrance and exit of the railway tunnel, ensuring that the hydrological and meteorological conditions at the entrance and exit of the railway tunnel can also be monitored and predicted under extreme weather conditions.

[0031] exist Figure 2In the process, the second meteorological and hydrological data collected by the meteorological and hydrological collection device A111 is transmitted to the corresponding edge computing station A13 nearby, and the second meteorological and hydrological data is stored and processed at the edge computing station A13. The processing and calculation results include comparison and calculation with historical data of the same period, calculation of risk level of geological disasters, and calculation of safe driving speed of trains passing through railway tunnel entrances under various meteorological conditions. The edge computing station A13 then sends the above processing and calculation results to the railway track monitoring center. Under complex meteorological conditions, the edge computing station A13 will also send the second meteorological and hydrological data directly to the railway track monitoring center in real time. The edge computing station A13 can also process other data separately or in combination, and send the results and the original data supporting the results to the railway track monitoring center. At the railway track monitoring center, it can be done through Figure 3 Click on the display interface shown to view the second meteorological and hydrological data corresponding to each local entrance and exit of the railway tunnel, as well as other monitoring data and processing results.

[0032] Further, combined with Figure 2 In step S1, the first monitoring data of the surrounding area of ​​the railway tunnel entrance and exit is monitored and collected. , including collecting surrounding ground image data in the second area A12 where the railway tunnel entrance and exit are located , Indicates the acquisition time of the surrounding object image data. Represents the three-dimensional geographic coordinates of the collection of surrounding object image data, which is mainly based on remote sensing satellite image data or aircraft aerial image data.

[0033] The update cycle of remote sensing satellite image data is affected by many factors, including the type of satellite, resolution, and the requirements of the target application. For example, the update cycle of sub-meter resolution remote sensing satellite image data is generally about 3 months; the update cycle of 2-meter resolution remote sensing satellite image data can be as high as once a month, especially under good weather conditions; the image update frequency of 10-meter resolution remote sensing satellite image data can be as high as once a week, which is very suitable for large-scale, low-precision, high-frequency monitoring applications.

[0034] For this application, high-resolution remote sensing satellite image data or aircraft aerial image data are preferred for railway tunnel entrances and exits near the city periphery and inside the city, because the surrounding features of these railway tunnel entrances and exits are affected by factors such as urban construction and human events, and the probability of change is relatively high, so it is necessary to increase the frequency of image acquisition. For railway tunnel entrances and exits that are rarely visited in the wild, remote sensing satellite image data with lower resolution and lower update frequency are used, or multiple low-resolution remote sensing satellite image data are added within the time range between two adjacent high-resolution remote sensing satellite image data. This can not only ensure the clarity of observation, but also detect obvious changes in features in a timely manner.

[0035] The surrounding landscape changes are displayed and analyzed through image data of surrounding objects, and image comparison is used to determine whether there are large-scale construction projects, ore mining and other activities that may have indirect effects on the tunnel entrance.

[0036] Figure 4 Further combined with the real scene display, the first area range A11 and the second area range A12 of the railway tunnel entrance A1 are usually displayed. The first area range A11 is a range with a diameter of 500 meters around the railway tunnel entrance A1, and the second area range A12 is a range extending 1 km to 2 km beyond the first area range A11. Figure 4 Figure (A) is a real aerial view of the railway tunnel entrance and exit A1, and Figure (B) is a real aerial view of the railway tunnel entrance and exit A1.

[0037] The second monitoring data of the railway tunnel entrance and exit location collected in real time in step S2 , including collecting vibration sensing data at the railway tunnel entrance A1 , represents the collection time of vibration sensing data, The three-dimensional geographic coordinates representing the collection of vibration sensing data are tracked and recorded for a long time and analyzed in association with each other to predict the trend of disasters at the entrance and exit of the railway tunnel. The vibration sensing data is collected by setting vibration sensing optical fibers in different areas of the entrance and exit of the railway tunnel to collect the surface soil changes in these areas, so as to determine whether sudden natural disasters such as mudslides and landslides occur.

[0038] like Figure 5 As shown, vibration sensing data is collected at the top area C1, top side area C2 (left and right top side areas) and / or side area C3 (left and right side areas) of the entrance and exit of the railway tunnel. These data are also collected and gathered at the nearby edge computing station.

[0039] The second monitoring data also includes rolling stone sensing data , Indicates the collection time of rolling stone sensing data, The three-dimensional geographic coordinates representing the collection of rolling stone sensing data. An interception net is provided in the top area, the top side area (the left and right top side areas) and / or the side area. A vibration sensing optical fiber is provided on the interception net. When a rolling stone slides down and hits the interception net, rolling stone sensing data can be sensed and generated, which are collected and gathered to the nearby edge computing station.

[0040] The second monitoring data also includes real-time collection of rail image data at the entrance and exit of the railway tunnel , Indicates the acquisition time of the rail image data. The three-dimensional geographic coordinates representing the rail image data collection include video image data captured by visible light, infrared image data captured by infrared light, and three-dimensional point cloud data collected by LiDAR. These data are realized by corresponding optical cameras, infrared imagers, LiDAR detectors and other equipment. These equipment can be integrated into a whole machine for integrated installation as needed, or three separate equipment can be installed separately. It is mainly used to shoot the rail surface near the entrance and exit of the railway tunnel, and can be discovered and identified in time when foreign objects appear on the rail surface. After the type and size of the foreign objects are identified, an alarm message is generated if it is judged to pose a safety hazard to the train operation. After the rail image data is collected by the corresponding equipment, it is also transmitted to the edge computing station for intelligent identification. When the identification of foreign objects is effective, the edge computing station can directly generate an alarm to the nearby train, or it can be transmitted to the railway track monitoring center.

[0041] Based on the above description, the second monitoring data can be expressed as: .

[0042] When integrating these monitoring data, we mainly characterize the characteristics of various monitoring data based on the same time and close geographical locations, so as to record, judge, analyze, review and predict the safety situation at the geographical location of each railway tunnel entrance.

[0043] In step S3, the third monitoring data from the public alarm is collected Including on-site witness alarm data , such as photos, videos, audio and other data of the scene, which are taken or recorded by the public and include the time of the alarm and the location information of the alarm location After being sent to the local emergency command center or big data center, it will be forwarded to the railway track monitoring center, which will match and identify the images of the on-site witness alarm data with the scenery at the entrance and exit of the railway tunnel (derived from the surrounding ground feature image data in the first monitoring data). Or / and the rail image data in the second monitoring data ) to perform image adaptation and recognition, and confirm the accuracy of the alarm information after effective recognition. Therefore, the third monitoring data is usually used to verify the alarm of danger (foreign objects falling on the track or geological disasters) and the alarm of accident, which is conducive to the integration and verification of danger and accident.

[0044] In step S4, a virtual simulation scene of the railway tunnel entrance and exit is constructed, mainly by using the surrounding ground object image data in the first monitoring data and the rail image data in the second monitoring data to model and simulate the building scene and ground object topography of the railway tunnel entrance and exit, so as to form a digital twin simulation scene corresponding to the real-time and field scene of the railway tunnel entrance and exit, such as Figure 6 shown.

[0045] In addition, the system can simulate rain and snow in the virtual simulation scenes of railway tunnel entrances and exits based on hydrological and meteorological data, and simulate geological disasters and foreign objects on the rails based on vibration sensing data, to facilitate risk prediction and assessment and post-disaster on-site scene simulation.

[0046] Based on the same inventive concept, the present application also discloses a railway tunnel entrance and exit safety monitoring system, comprising: The prediction and analysis module 11 is used to monitor and collect first monitoring data of the surrounding area of ​​the railway tunnel entrance and exit, perform correlation analysis on the first monitoring data, and predict the danger level of disaster at the railway tunnel entrance and exit; An identification and alarm module 12 is used to collect the second monitoring data of the location of the railway tunnel entrance and exit in real time, perform on-site identification on the second monitoring data, and issue a disaster danger alarm at the railway tunnel entrance and exit; The danger verification module 13 is used to collect the third monitoring data from the public alarm, compare the third monitoring data with the first monitoring data and / or the second monitoring data, and verify the danger of the disaster at the entrance and exit of the railway tunnel; The simulation presentation module 14 is used to construct a virtual simulation scene of the entrance and exit of the railway tunnel, and to simulate and present the disaster scene of the entrance and exit of the railway tunnel using the first monitoring data, the second monitoring data and / or the third monitoring data.

[0047] The functions of these modules are described in the above description of the monitoring method and will not be repeated here.

[0048] Based on the above description, the present invention discloses a railway tunnel entrance and exit safety monitoring method, the method includes: a first sensor network and a second sensor network set along the track, which are distributed for real-time collection of on-track operation perception data of running trains and monitoring data in front of running trains, and the track operation perception data is transmitted to the monitoring platform, and the on-track operation information of running trains is obtained in real time. The monitoring data is transmitted to the edge computing processor nearby for risk identification, and the risk identification results are sent to the running train in real time for risk control. This method can accurately perceive the train operation information, identify the risks in front of the running train in real time and accurately and transmit them to the train, which is conducive to the train to control the risks in front of the operation in real time, improve the risk protection ability of the running train, and can respond promptly and effectively to sudden risks. In addition, the present invention also discloses a railway tunnel entrance and exit safety monitoring system.

[0049] The above descriptions are merely embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention's specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A railway tunnel entrance and exit safety monitoring method, characterized in that: The following steps are involved: Monitoring and collecting first monitoring data of the area surrounding the entrance and exit of the railway tunnel, performing correlation analysis on the first monitoring data, and predicting the danger level of disasters occurring at the entrance and exit of the railway tunnel; collecting the second monitoring data of the location of the railway tunnel entrance and exit in real time, performing on-site identification on the second monitoring data, and issuing a disaster danger alarm at the railway tunnel entrance and exit; Gathering third monitoring data from public alarms, comparing the third monitoring data with the first monitoring data and / or the second monitoring data, and verifying the danger of the disaster at the entrance and exit of the railway tunnel; A virtual simulation scene of the entrance and exit of the railway tunnel is constructed, and the first monitoring data, the second monitoring data and / or the third monitoring data are used to simulate and present the disaster scene of the entrance and exit of the railway tunnel.

2. The railway tunnel entrance and exit safety monitoring method according to claim 1 is characterized in that: The monitoring collects first monitoring data of the area surrounding the entrance and exit of the railway tunnel, including collecting first meteorological and hydrological data brought by satellite cloud map broadcasts of the location of the entrance and exit of the railway tunnel.

3. The railway tunnel entrance and exit safety monitoring method according to claim 2 is characterized in that: The real-time collection of the second monitoring data at the location of the railway tunnel entrance and exit includes setting up a meteorological and hydrological collection device in a first area at the location of the railway tunnel entrance and exit to collect the second meteorological and hydrological data at the location of the railway tunnel entrance and exit.

4. The railway tunnel entrance and exit safety monitoring method according to claim 3 is characterized in that: The monitoring and collecting of first monitoring data of the area surrounding the railway tunnel entrance and exit includes collecting surrounding ground feature image data in a second area range where the railway tunnel entrance and exit is located.

5. The railway tunnel entrance and exit safety monitoring method according to claim 3 is characterized in that: The real-time collection of the second monitoring data at the location of the railway tunnel entrance and exit also includes real-time collection of rail image data at the railway tunnel entrance and exit, and the rail image data includes video image data taken by visible light, infrared image data taken by infrared light, and three-dimensional point cloud data collected by lidar.

6. The railway tunnel entrance and exit safety monitoring method according to claim 5 is characterized in that: The real-time collection of the second monitoring data at the location of the railway tunnel entrance and exit includes collecting vibration sensing data at the location of the railway tunnel entrance and exit.

7. The railway tunnel entrance and exit safety monitoring method according to claim 6 is characterized in that: After the second meteorological and hydrological data, rail image data and vibration sensing data are collected, they are all transmitted to the edge computing station near the entrance and exit of the railway tunnel for calculation and processing, and the calculation and processing results are then transmitted to the railway track monitoring center.

8. The railway tunnel entrance and exit safety monitoring method according to claim 7 is characterized in that: In the railway track monitoring center, the first meteorological and hydrological data and the second meteorological and hydrological data are also integrated to query and obtain the meteorological real-time information and forecast information of each entrance and exit of the railway tunnel.

9. A railway tunnel entrance and exit safety monitoring system, characterized in that: include: A prediction and analysis module, used to monitor and collect first monitoring data of the area surrounding the entrance and exit of the railway tunnel, perform correlation analysis on the first monitoring data, and predict the danger level of disasters occurring at the entrance and exit of the railway tunnel; An identification and alarm module is used to collect the second monitoring data of the location of the railway tunnel entrance and exit in real time, perform on-site identification on the second monitoring data, and issue a disaster danger alarm at the railway tunnel entrance and exit; A danger verification module, used to collect third monitoring data from public alarms, compare the third monitoring data with the first monitoring data and / or the second monitoring data, and verify the danger of the disaster at the entrance and exit of the railway tunnel; The simulation presentation module is used to construct a virtual simulation scene of the entrance and exit of the railway tunnel, and use the first monitoring data, the second monitoring data and / or the third monitoring data to simulate and present the disaster scene of the entrance and exit of the railway tunnel.

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