Urban rail transit engineering vehicle section operation monitoring method

Abstract

The invention provides an urban rail transit engineering vehicle interval operation monitoring method. The method comprises the following steps: drawing electronic maps of an uplink direction and a downlink direction of a rail transit line; importing the range and speed limit information of the single interval operation; all reachable paths from the starting station to the target station are calculated on an electronic map; performing path fusion on all reachable paths; acquiring the position of the engineering vehicle in real time; judging whether the engineering vehicle is located in the fusion path or not, if yes, generating a control curve containing the target distance and speed limit information, and controlling the engineering vehicle to brake according to the control curve; if not, manually selecting an access path to enter the fusion path; according to the technical means, comprehensive real-time monitoring of the engineering vehicle in the operation section is achieved, it is ensured that the engineering vehicle does not exceed the specified speed limit in the section operation process, the operation area is effectively prevented, and therefore operation safety is greatly improved, and risks caused by human factors are reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and in particular to a method for monitoring the interval operation of an urban rail transit engineering vehicle. Background Art

[0002] In the urban rail transit system, engineering vehicles are the guardians of the safety and smooth operation of the tracks, and are responsible for performing a series of daily maintenance tasks including inspection, rescue, and transportation. This type of rail vehicle is usually driven by an internal combustion engine and equipped with a pneumatic braking system to ensure stable and safe operation under various conditions. Unlike electric passenger cars in daily operation, rail vehicles often need to work within a specific time window after the operation service stops due to their special operating requirements, and their operations usually require running back and forth within a specific blockade range. However, most engineering vehicles have not yet been installed with an engineering vehicle operation safety monitoring system. Key factors such as their operating speed, operating position, and related signal protection mainly rely on the driver's manual judgment and operation. In this case, there is inevitably a risk of reckless advance or speeding due to human factors, which brings certain safety hazards to the operation of engineering vehicles. Summary of the invention

[0003] The present invention solves the problem of the risk of reckless advance or speeding caused by human factors in the operation of engineering vehicles, and proposes a method for monitoring the interval operation of urban rail transit engineering vehicles. Through technical means, comprehensive real-time monitoring of engineering vehicles in the operation interval is achieved to ensure that the engineering vehicles do not exceed the prescribed speed limit during the operation of the interval, and effective prevention is taken in the operation area, thereby greatly improving the safety of operations and reducing the risks caused by human factors.

[0004] In order to achieve the above objectives, the following technical solutions are proposed: A method for monitoring the interval operation of an urban rail transit engineering vehicle comprises the following steps: S1, draws an electronic map of the upward and downward directions of the rail transit line; S2, import the range and speed limit information of a single interval operation; S3, calculating all accessible paths from the starting station to the target station on the electronic map; S4, merge all the reachable paths in the uplink and downlink directions, take the stations in all the reachable paths as nodes, and obtain the set of protected stations; S5, obtain the location of the engineering vehicle in real time; S6, determine whether the engineering vehicle is located in the fusion path, if so, generate a control curve containing target distance and speed limit information, and control the braking of the engineering vehicle according to the control curve; if not, manually select an approach to enter the fusion path and return to S5.

[0005] The present invention is based on the operation safety monitoring system installed on the engineering vehicle, combined with the on-board electronic map and the ground RFID tag or the European standard transponder or the American standard beacon, and imports the range and speed limit information of a single interval operation before entering the interval operation. After entering the interval operation, all the reachable paths from the starting station to the target station are calculated by the depth-first search algorithm during the operation of the engineering vehicle, and the uplink and downlink paths are merged. The stations in all the reachable paths are taken as nodes and merged into the protection station set. According to the location of the engineering vehicle, it is judged in real time whether the current location is within the range of the fused path, and a control curve containing the target distance and speed limit information is generated according to the path information. Once it is monitored that the engineering vehicle has dangerous situations such as speeding or deviating from the operation range, the operation safety monitoring system of the engineering vehicle will immediately output a braking command to control the braking of the engineering vehicle, thereby effectively avoiding potential safety risks.

[0006] Preferably, S3 specifically includes the following steps: calculating all reachable paths from the starting station to the target station on the electronic map by a depth-first search algorithm.

[0007] Preferably, the depth-first search algorithm specifically includes the following steps: calculating an upward path from the starting station according to an electronic map, detecting all reachable paths in the upward path that can reach the target station, calculating a downward path from the target station, and detecting all reachable paths in the downward path that can reach the starting station.

[0008] The specific implementation process of the depth-first search path is to first initialize, select a starting node (starting station), create a set for storing visited nodes (using a stack), and create a marked array or set to record which nodes have been visited. Then visit the starting node and mark the starting node as visited. Then select the next node to be visited, and select a node from the unvisited neighbors of the current node. The selection strategy can be based on the fixed rule of the turnout direction. If the current node is a soil barrier or an end station, backtrack to the previous node (parent node) and record the corresponding directory path PATH. Then recursively visit and repeat the above visit process for the next selected node. Backtracking is also required. When all directions from the current node (turnout) have been visited, backtrack to the previous node (parent node). At the end, it is necessary to satisfy that all nodes have been visited, or there are no more nodes to visit (that is, all reachable nodes have been visited), and the search ends.

[0009] Preferably, the electronic map includes stations, forward and reverse signals and switches.

[0010] When encountering a switch, the operating route can be recalculated through ground RFID tags or European standard transponders or American standard beacons, and real-time monitoring can continue based on the route information.

[0011] Preferably, the S5 specifically includes the following steps: the engineering vehicle completes position positioning according to a ground RFID tag or an American standard beacon or a European standard transponder.

[0012] Preferably, the starting point and speed limit information of the interval operating range are input manually or by a dumper.

[0013] Preferably, controlling the braking of the engineering vehicle according to the control curve specifically comprises the following steps: Determine whether the speed or position of the engineering vehicle exceeds the control curve range. If so, output a braking command to force the engineering vehicle to brake. If not, do nothing. Generate a control curve containing target distance and speed limit information based on the path information, such as Figure 2 As shown, for example, between the fusion path 1 and the fusion path n of the same line, the actual speed of the engineering vehicle is limited by the interval speed limit. When the speed or position of the engineering vehicle exceeds the curve range, the engineering vehicle operation safety monitoring system will output a braking command to control the braking of the engineering vehicle.

[0014] Preferably, the S6 specifically comprises the following steps: S61, presetting the interval speed limit control curve; S62: within the fusion path range, when the position or speed of the engineering vehicle exceeds the curve range, a braking command is output to force the engineering vehicle to brake; outside the fusion path range, the driver is required to manually select an approach route to re-enter the fusion path range.

[0015] Preferably, the calculation process of the control curve is as follows: The formula for calculating the deceleration distance is: Fun1(v,v o )=(((3180u*((21u*v)+(120u*18u))) / (((60u*v) / 20u+100u)))+28800u)-(24u*v0) v′0=10v0, v′1=10v1; AcFactor = 100; AcTRate = 30; Intermediate distance calculation: Phy1Dis = Fun1 (v′0 + v′1, v′0); Braking distance calculation: Phy2Dis=((Phy1Dis / 20u)*AcFactor*100u*AcTRate) / 1000u; Calculation of deceleration distance: Among them: the speed of the engineering vehicle is vm / s, the initial velocity is v0m / s, the final velocity is v1m / s, u is an unsigned number, PhyDis is the deceleration distance in meters; AcFactor is the braking factor; AcTRate is the braking conversion rate; v′0 is the initial velocity after precision amplification; v′1 is the final velocity after precision amplification.

[0016] The speed limit value at each location is calculated according to the deceleration distance calculation formula, and all speed limit values ​​form an interval speed limit curve.

[0017] Preferably, the S6 also includes: S63: when the engineering vehicle encounters a switch during operation, it is necessary to obtain the current position of the engineering vehicle, recalculate the working route, and perform real-time monitoring based on the recalculated working route information.

[0018] The beneficial effects of the present invention are as follows: the present invention is based on the operation safety monitoring system installed on the engineering vehicle, combined with the on-board electronic map and the ground RFID tag or the European standard transponder or the American standard beacon, and imports the range and speed limit information of a single interval operation before entering the interval operation. After entering the interval operation, all reachable paths from the starting station to the target station are calculated by the depth-first search algorithm during the operation of the engineering vehicle, and the uplink and downlink paths are merged. The stations in all reachable paths are taken as nodes and merged into the protection station set. According to the location of the engineering vehicle, it is judged in real time whether the current location is within the range of the fused path, and a control curve containing the target distance and speed limit information is generated according to the path information. Once it is monitored that the engineering vehicle is in dangerous situations such as speeding or deviating from the operating range, the engineering vehicle operation safety monitoring system will immediately output a braking command to brake the engineering vehicle, thereby effectively avoiding potential safety risks. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the interval operation range of the present invention.

[0020] Figure 2 It is a schematic diagram of the interval speed limit control curve of the present invention.

[0021] Figure 3 It is a flow chart of the method of the present invention. DETAILED DESCRIPTION

[0022] Embodiment 1: This embodiment proposes a method for monitoring the interval operation of an urban rail transit engineering vehicle. Figure 3 , including the following steps: S1, based on the signal plan of the subway line and related surveying and mapping information, make electronic maps of the up and down directions of the line respectively. The electronic map contains at least relevant information such as stations, forward and reverse signal machines, and switches. The electronic map is stored in the engineering vehicle operation safety monitoring system equipment.

[0023] S2, before entering the interval operation, import the range and speed limit information of a single interval operation. You can manually enter the starting point and speed limit information of the interval operation range, or you can enter it through a special dumper. For example, if you want to perform interval operation between Station A and Station C on Line 1, Figure 1 shown.

[0024] S3, after entering the interval operation, the driver does not need to manually select the path. During the operation of the engineering vehicle, all accessible paths from the starting station to the target station are calculated through the depth-first search algorithm. This accessible path needs to be calculated separately in the uplink and downlink directions, and n accessible paths can be obtained.

[0025] Specifically, the depth-first search algorithm will calculate all reachable paths from the starting station A to the target station C. This reachable path needs to be calculated separately in the uplink and downlink. Assume that station A is the currently visited vertex. After marking station A for visit, select an undetected path (A, C) starting from station A. If it is found that station C has been visited, then reselect another undetected path starting from station A. Otherwise, follow the path (A, C) to reach station C that has not been visited, visit station C and mark it as visited; then start searching from station C until all paths starting from station C are searched, that is, after all vertices reachable from station C are visited, backtrack to the vertex station A, and select another undetected path starting from station A. The above process continues until all uplink and downlink paths between stations A and C have been detected. According to the depth-first search algorithm, n reachable paths can be obtained by the final calculation.

[0026] The specific implementation process of the depth-first search path is to first initialize, select a starting node (starting station), create a set for storing visited nodes (using a stack), and create a marked array or set to record which nodes have been visited. Then visit the starting node and mark the starting node as visited. Then select the next node to be visited, and select a node from the unvisited neighbors of the current node. The selection strategy can be based on the fixed rule of the turnout direction. If the current node is a soil barrier or an end station, backtrack to the previous node (parent node) and record the corresponding directory path PATH. Then recursively visit and repeat the above visit process for the next selected node. Backtracking is also required. When all directions from the current node (turnout) have been visited, backtrack to the previous node (parent node). At the end, it is necessary to satisfy that all nodes have been visited, or there are no more nodes to visit (that is, all reachable nodes have been visited), and the search ends.

[0027] S4, based on all the reachable paths calculated, perform uplink and downlink path fusion, and use all the stations in the reachable paths as nodes and merge them into the protection station set. For the path PATH set PathSet, the fusion process is based on the nodes contained in each path PATH, and the set is inserted. Take out the nodes in a single PATH and insert them into the fused node path NodeSet. Since the set has the characteristic of element uniqueness, the set NodeSet after the insertion can be considered as the result of this path fusion. It is logically understood as the set of forward stations that are reachable by this operation path.

[0028] S5, based on the fused interval operation path, the engineering vehicle completes the position positioning according to the ground RFID tag or European standard transponder or American standard beacon; S6, determine in real time whether the current position is within the fusion path range, and if so, generate a control curve containing target distance and speed limit information based on the path information, such as Figure 2 As shown, for example, between fusion path 1 and fusion path n of the same line, the actual speed of the engineering vehicle is limited by the speed limit of the interval. When the speed or position of the engineering vehicle exceeds the curve range, the engineering vehicle operation safety monitoring system will output a braking command to control the braking of the engineering vehicle; if not, the driver needs to manually select the approach and re-enter the fusion path range.

[0029] The present invention is based on the operation safety monitoring system installed on the engineering vehicle, combined with the on-board electronic map and the ground RFID tag or the European standard transponder or the American standard beacon, and imports the range and speed limit information of a single interval operation before entering the interval operation. After entering the interval operation, all the reachable paths from the starting station to the target station are calculated by the depth-first search algorithm during the operation of the engineering vehicle, and the uplink and downlink paths are merged. The stations in all the reachable paths are taken as nodes and merged into the protection station set. According to the location of the engineering vehicle, it is judged in real time whether the current location is within the range of the fused path, and a control curve containing the target distance and speed limit information is generated according to the path information. Once it is monitored that the engineering vehicle has dangerous situations such as speeding or deviating from the operation range, the operation safety monitoring system of the engineering vehicle will immediately output a braking command to control the braking of the engineering vehicle, thereby effectively avoiding potential safety risks.

[0030] Embodiment 2: This embodiment improves S6 on the basis of embodiment 1 and proposes a method for monitoring the interval operation of an urban rail transit engineering vehicle. Figure 3 , including the following steps: S1, based on the signal plan of the subway line and related surveying and mapping information, make electronic maps of the up and down directions of the line respectively. The electronic map contains at least relevant information such as stations, forward and reverse signal machines, and switches. The electronic map is stored in the engineering vehicle operation safety monitoring system equipment.

[0031] S2, before entering the interval operation, import the range and speed limit information of a single interval operation. You can manually enter the starting point and speed limit information of the interval operation range, or you can enter it through a special dumper. For example, if you want to perform interval operation between Station A and Station C on Line 1, Figure 1 shown.

[0032] S3, after entering the interval operation, the driver does not need to manually select the path. During the operation of the engineering vehicle, all accessible paths from the starting station to the target station are calculated through the depth-first search algorithm. This accessible path needs to be calculated separately in the uplink and downlink directions, and n accessible paths can be obtained.

[0033] Specifically, the depth-first search algorithm will calculate all reachable paths from the starting station A to the target station C. This reachable path needs to be calculated separately in the uplink and downlink. Assume that station A is the currently visited vertex. After marking station A for visit, select an undetected path (A, C) starting from station A. If it is found that station C has been visited, then reselect another undetected path starting from station A. Otherwise, follow the path (A, C) to reach station C that has not been visited, visit station C and mark it as visited; then start searching from station C until all paths starting from station C are searched, that is, after all vertices reachable from station C are visited, backtrack to the vertex station A, and select another undetected path starting from station A. The above process continues until all uplink and downlink paths between stations A and C have been detected. According to the depth-first search algorithm, n reachable paths can be obtained by the final calculation.

[0034] The specific implementation process of the depth-first search path is to first initialize, select a starting node (starting station), create a set for storing visited nodes (using a stack), and create a marked array or set to record which nodes have been visited. Then visit the starting node and mark the starting node as visited. Then select the next node to be visited, and select a node from the unvisited neighbors of the current node. The selection strategy can be based on the fixed rule of the turnout direction. If the current node is a soil barrier or an end station, backtrack to the previous node (parent node) and record the corresponding directory path PATH. Then recursively visit and repeat the above visit process for the next selected node. Backtracking is also required. When all directions from the current node (turnout) have been visited, backtrack to the previous node (parent node). At the end, it is necessary to satisfy that all nodes have been visited, or there are no more nodes to visit (that is, all reachable nodes have been visited), and the search ends.

[0035] S4, based on all the reachable paths calculated, perform uplink and downlink path fusion, and use all the stations in the reachable paths as nodes and merge them into the protection station set. For the path PATH set PathSet, the fusion process is based on the nodes contained in each path PATH, and the set is inserted. Take out the nodes in a single PATH and insert them into the fused node path NodeSet. Since the set has the characteristic of element uniqueness, the set NodeSet after the insertion can be considered as the result of this path fusion. It is logically understood as the set of forward stations that are reachable by this operation path.

[0036] S5, based on the fused interval operation path, the engineering vehicle completes the position positioning according to the ground RFID tag or European standard transponder or American standard beacon; S6, determine in real time whether the current position is within the fusion path range, and if so, generate a control curve containing target distance and speed limit information based on the path information, such as Figure 2 As shown, for example, between fusion path 1 and fusion path n of the same line, the actual speed of the engineering vehicle is limited by the speed limit of the interval. When the speed or position of the engineering vehicle exceeds the curve range, the engineering vehicle operation safety monitoring system will output a braking command to control the braking of the engineering vehicle; if not, the driver needs to manually select the approach and re-enter the fusion path range.

[0037] The S6 specifically comprises the following steps: S61, interval speed limit control curve: The calculation is as follows, assuming that the speed of the engineering vehicle is vm / s, the initial speed is v0m / s, the final speed is v1m / s, u is an unsigned type number, and the distance calculation formula is: Fun1(v,v o )=(((3180u*((21u*v)+(120u*18u))) / (((60u*v) / 20u+100u)))+28800u)-(24u*v0) Assume that the deceleration distance is PhyDis, in meters, then v′0=10v0, v′1=10v1; AcFactor = 100; AcTRate = 30; Intermediate distance calculation: Phy1Dis = Fun1 (v′0 + v′1, v′0); Braking distance calculation: Phy2Dis=((Phy1Dis / 20u)*AcFactor*100u*AcTRate) / 1000u; Calculation of deceleration distance: Among them: v is the speed of the engineering vehicle; v0 is the initial speed; v1 is the final speed; u is an unsigned number; AcFactor is the braking factor, which is configurable; AcTRate is the braking conversion rate, which is configurable; v′0 is the initial speed after precision amplification; v′1 is the final speed after precision amplification; PhyDis is the deceleration distance.

[0038] According to the above deceleration distance calculation process, the speed limit value at each position (in meters) is calculated to form an interval speed limit curve.

[0039] S62: Within the fusion path range, when the speed or position of the engineering vehicle exceeds the curve range, the engineering vehicle operation safety monitoring system will output a braking command to control the engineering vehicle to brake. Figure 2 As shown, for example, between the fusion path 1 and the fusion path n of the same line, the actual speed of the engineering vehicle is limited by the interval speed limit. When the speed or position of the engineering vehicle exceeds the curve range, the engineering vehicle operation safety monitoring system will output a braking command to control the braking of the engineering vehicle.

[0040] The present invention is based on the operation safety monitoring system installed on the engineering vehicle, combined with the on-board electronic map and the ground RFID tag or the European standard transponder or the American standard beacon, and imports the range and speed limit information of a single interval operation before entering the interval operation. After entering the interval operation, all the reachable paths from the starting station to the target station are calculated by the depth-first search algorithm during the operation of the engineering vehicle, and the uplink and downlink paths are merged. The stations in all the reachable paths are taken as nodes and merged into the protection station set. According to the location of the engineering vehicle, it is judged in real time whether the current location is within the range of the fused path, and a control curve containing the target distance and speed limit information is generated according to the path information. Once it is monitored that the engineering vehicle has dangerous situations such as speeding or deviating from the operation range, the operation safety monitoring system of the engineering vehicle will immediately output a braking command to control the braking of the engineering vehicle, thereby effectively avoiding potential safety risks.

[0041] Embodiment 3: This embodiment takes into account the situation of encountering a turnout, improves S6 on the basis of Embodiment 2, and proposes a method for monitoring the interval operation of an urban rail transit engineering vehicle. Figure 3 , including the following steps: S1, based on the signal plan of the subway line and related surveying and mapping information, make electronic maps of the up and down directions of the line respectively. The electronic map contains at least relevant information such as stations, forward and reverse signal machines, and switches. The electronic map is stored in the engineering vehicle operation safety monitoring system equipment.

[0042] S2, before entering the interval operation, import the range and speed limit information of a single interval operation. You can manually enter the starting point and speed limit information of the interval operation range, or you can enter it through a special dumper. For example, if you want to perform interval operation between Station A and Station C on Line 1, Figure 1 shown.

[0043] S3, after entering the interval operation, the driver does not need to manually select the path. During the operation of the engineering vehicle, all accessible paths from the starting station to the target station are calculated through the depth-first search algorithm. This accessible path needs to be calculated separately in the uplink and downlink directions, and n accessible paths can be obtained.

[0044] Specifically, the depth-first search algorithm will calculate all reachable paths from the starting station A to the target station C. This reachable path needs to be calculated separately in the uplink and downlink. Assume that station A is the currently visited vertex. After marking station A for visit, select an undetected path (A, C) starting from station A. If it is found that station C has been visited, then reselect another undetected path starting from station A. Otherwise, follow the path (A, C) to reach station C that has not been visited, visit station C and mark it as visited; then start searching from station C until all paths starting from station C are searched, that is, after all vertices reachable from station C are visited, backtrack to the vertex station A, and select another undetected path starting from station A. The above process continues until all uplink and downlink paths between stations A and C have been detected. According to the depth-first search algorithm, n reachable paths can be obtained by the final calculation.

[0045] The specific implementation process of the depth-first search path is to first initialize, select a starting node (starting station), create a set for storing visited nodes (using a stack), and create a marked array or set to record which nodes have been visited. Then visit the starting node and mark the starting node as visited. Then select the next node to be visited, and select a node from the unvisited neighbors of the current node. The selection strategy can be based on the fixed rule of the turnout direction. If the current node is a soil barrier or an end station, backtrack to the previous node (parent node) and record the corresponding directory path PATH. Then recursively visit and repeat the above visit process for the next selected node. Backtracking is also required. When all directions from the current node (turnout) have been visited, backtrack to the previous node (parent node). At the end, it is necessary to satisfy that all nodes have been visited, or there are no more nodes to visit (that is, all reachable nodes have been visited), and the search ends.

[0046] S4, based on all the reachable paths calculated, perform uplink and downlink path fusion, and use all the stations in the reachable paths as nodes and merge them into the protection station set. For the path PATH set PathSet, the fusion process is based on the nodes contained in each path PATH, and the set is inserted. Take out the nodes in a single PATH and insert them into the fused node path NodeSet. Since the set has the characteristic of element uniqueness, the set NodeSet after the insertion can be considered as the result of this path fusion. It is logically understood as the set of forward stations that are reachable by this operation path.

[0047] S5, based on the fused interval operation path, the engineering vehicle completes the position positioning according to the ground RFID tag or European standard transponder or American standard beacon; S6, determine in real time whether the current position is within the fusion path range, and if so, generate a control curve containing target distance and speed limit information based on the path information, such as Figure 2 As shown, for example, between fusion path 1 and fusion path n of the same line, the actual speed of the engineering vehicle is limited by the speed limit of the interval. When the speed or position of the engineering vehicle exceeds the curve range, the engineering vehicle operation safety monitoring system will output a braking command to control the braking of the engineering vehicle; if not, the driver needs to manually select the approach and re-enter the fusion path range.

[0048] The S6 specifically comprises the following steps: S61, interval speed limit control curve: The calculation is as follows, assuming that the speed of the engineering vehicle is vm / s, the initial speed is v0m / s, the final speed is v1m / s, u is an unsigned type number, and the distance calculation formula is: Fun1(v,v o )=(((3180u*((21u*v)+(120u*18u))) / (((60u*v) / 20u+100u)))+28800u)-(24u*v0) Assume that the deceleration distance is PhyDis, in meters, then v′0=10v0, v′1=10v1; AcFactor = 100; AcTRate = 30; Intermediate distance calculation: Phy1Dis = Fun1 (v′0 + v′1, v′0); Braking distance calculation: Phy2Dis=((Phy1Dis / 20u)*AcFactor*100u*AcTRate) / 1000u; Calculation of deceleration distance: Among them: v is the speed of the engineering vehicle; v0 is the initial speed; v1 is the final speed; u is an unsigned number; AcFactor is the braking factor, which is configurable; AcTRate is the braking conversion rate, which is configurable; v′0 is the initial speed after precision amplification; v′1 is the final speed after precision amplification; PhyDis is the deceleration distance.

[0049] According to the above deceleration distance calculation process, the speed limit value at each position (in meters) is calculated to form an interval speed limit curve.

[0050] S62: Within the fusion path range, when the speed or position of the engineering vehicle exceeds the curve range, the engineering vehicle operation safety monitoring system will output a braking command to control the engineering vehicle to brake. Figure 2 As shown, for example, between the fusion path 1 and the fusion path n of the same line, the actual speed of the engineering vehicle is limited by the interval speed limit. When the speed or position of the engineering vehicle exceeds the curve range, the engineering vehicle operation safety monitoring system will output a braking command to control the braking of the engineering vehicle.

[0051] S63, when the engineering vehicle encounters a switch during operation, the operation route can be recalculated through the ground RFID tag or European standard transponder or American standard beacon, and real-time monitoring can continue based on the route information.

[0052] The present invention is based on the operation safety monitoring system installed on the engineering vehicle, combined with the on-board electronic map and the ground RFID tag or the European standard transponder or the American standard beacon, and imports the range and speed limit information of a single interval operation before entering the interval operation. After entering the interval operation, all the reachable paths from the starting station to the target station are calculated by the depth-first search algorithm during the operation of the engineering vehicle, and the uplink and downlink paths are merged. The stations in all the reachable paths are taken as nodes and merged into the protection station set. According to the location of the engineering vehicle, it is judged in real time whether the current location is within the range of the fused path, and a control curve containing the target distance and speed limit information is generated according to the path information. Once it is monitored that the engineering vehicle has dangerous situations such as speeding or deviating from the operation range, the operation safety monitoring system of the engineering vehicle will immediately output a braking command to control the braking of the engineering vehicle, thereby effectively avoiding potential safety risks.

[0053] In the embodiments provided in the embodiments of the present invention, it should be understood that the disclosed system and method can also be implemented in other ways. The system and method embodiments described above are merely illustrative.

[0054] Although the embodiments disclosed in the invention are as above, the contents described are only embodiments adopted for facilitating the understanding of the invention and are not intended to limit the invention. Any technician in the technical field to which the invention belongs can make any modifications and changes in the form and details of the implementation without departing from the spirit and scope disclosed in the invention, but the patent protection scope of the invention shall still be subject to the scope defined in the attached claims.

Claims

1. A method for monitoring the interval operation of an urban rail transit engineering vehicle, characterized in that: The following steps are involved: S1, draws an electronic map of the upward and downward directions of the rail transit line; S2, import the range and speed limit information of a single interval operation; S3, calculating all accessible paths from the starting station to the target station on the electronic map; S4, merge all the reachable paths in the uplink and downlink directions, take the stations in all the reachable paths as nodes, and obtain the set of protected stations; S5, obtain the location of the engineering vehicle in real time; S6, determine whether the engineering vehicle is located in the fusion path, if so, generate a control curve containing target distance and speed limit information, and control the braking of the engineering vehicle according to the control curve; if not, manually select an approach to enter the fusion path and return to S5.

2. The method for monitoring the interval operation of an urban rail transit engineering vehicle according to claim 1 is characterized in that: The S3 specifically includes the following steps: calculating all accessible paths from the starting station to the target station on the electronic map by a depth-first search algorithm.

3. The method for monitoring the interval operation of an urban rail transit engineering vehicle according to claim 2 is characterized in that: The depth-first search algorithm specifically includes the following steps: calculating an upward path from a starting station according to an electronic map, detecting all reachable paths in the upward path that can reach a target station, calculating a downward path from the target station, and detecting all reachable paths in the downward path that can reach a starting station.

4. The method for monitoring the interval operation of an urban rail transit engineering vehicle according to claim 1 is characterized in that: The electronic map includes stations, forward and reverse signals and switches.

5. The method for monitoring the interval operation of an urban rail transit engineering vehicle according to claim 1 is characterized in that: The S5 specifically includes the following steps: the engineering vehicle completes position positioning according to the ground RFID tag or the American standard beacon or the European standard transponder.

6. The method for monitoring the interval operation of an urban rail transit engineering vehicle according to claim 1 is characterized in that: The starting point and speed limit information of the interval operation range are input manually or by a dumper.

7. A method for monitoring the interval operation of an urban rail transit engineering vehicle according to any one of claims 1 to 6, characterized in that: The control of the braking of the engineering vehicle according to the control curve specifically comprises the following steps: Determine whether the speed or position of the engineering vehicle exceeds the control curve range. If so, output a braking command to force the engineering vehicle to brake. If not, do not perform any operation.

8. The method for monitoring the interval operation of an urban rail transit engineering vehicle according to claim 7 is characterized in that: The S6 specifically comprises the following steps: S61, presetting the interval speed limit control curve; S62: Within the fusion path range, when the position or speed of the engineering vehicle exceeds the curve range, a braking command is output to force the control of the engineering vehicle. If the vehicle is outside the merging path, the driver needs to manually select an approach route to re-enter the merging path.

9. A method for monitoring the interval operation of an urban rail transit engineering vehicle according to claim 8, characterized in that: The calculation process of the control curve is as follows: The formula for calculating the deceleration distance is: Fun1(v,v) o )=(((3180u*((21u*v)+(120u*18u))) / (((60u*v) / 20u+100u)))+28800u)-(24u*v0); v′0=10v0, v′1=10v1; AcFactor = 1100; AcTRate = 30; Intermediate distance calculation: Phy1Dis = Fun1 (v′0 + v′1, v′0); Braking distance calculation: Phy2Dis=((Phy1Dis / 20u)*AcFactor*100u*AcTRate) / 1000u; Calculation of deceleration distance: PhyDis = (298u*(v′0 2 -v′1 2 )) / Phy2Dis; Among them: the speed of the engineering vehicle is vm / s, the initial speed is v0m / s, the final speed is v1m / s, u is an unsigned type number, PhyDis is the deceleration distance, the unit is m; AcFactor is the braking factor; AcTRate is the braking conversion rate; v′0 is the initial speed after precision amplification; v′1 is the final speed after precision amplification; the speed limit value of each position is calculated according to the deceleration distance calculation formula, and all speed limit values ​​compose the interval speed limit curve.

10. The method for monitoring the interval operation of an urban rail transit engineering vehicle according to claim 7, characterized in that: The S6 also includes: S63 when the engineering vehicle encounters a switch during operation, it is necessary to obtain the current position of the engineering vehicle, recalculate the operation route, and perform real-time monitoring based on the recalculated operation route information.

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