Multi-redundant data filtering processing method for safety protection of on-track operation of heavy haul railway

Abstract

The invention discloses a heavy haul railway on-track operation safety protection multi-redundant data filtering processing method, which comprises the following steps: establishing an early warning information storage library, and detecting first early warning information of a target train in real time, including kilometer post information, longitude and latitude information and relative time of the target train and a target railway section; according to the historical early warning information in the early warning information storage library, whether the early warning information is sent to the train terminal or not is judged; assigning a risk weight to each piece of information in the first early warning information, assigning a first risk weight to the kilometer post information, assigning a second risk weight to the longitude and latitude information, and assigning a third risk weight to the relative time; the kilometer post information corresponds to a first early warning level, the longitude and latitude information corresponds to a second early warning level, and the relative time corresponds to a third early warning level; and determining an early warning level corresponding to the first early warning information according to the risk weight and the early warning level of each piece of information. Therefore, the reliability of the early warning information can be ensured, and meanwhile, the same early warning information is prevented from being repeatedly sent.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method for filtering and processing multiple redundant data for safety protection of heavy-load railway on-track operations. Background Art

[0002] my country's railways are highly centralized, and all work links must be closely linked and coordinated. The operation scenarios are very complex. Therefore, multiple safety assurance measures are needed to prevent train accidents. During railway operations, train control technology provides safety assurance for the safe operation of trains, but due to potential design defects and human operational errors, train control technology may fail to provide safety assurance. Such situations may cause train collision accidents, such as safety hazards caused by special track sections such as construction occupation. Therefore, a safety protection warning data is needed as a reference for early warning prompts.

[0003] The safety protection warning data for heavy-duty railway on-road operations can be obtained by calculating a variety of different data. The general practice is to use a certain calculation method to generate warning information for use.

[0004] Since the safety protection warning for heavy-duty railway on-road operations is obtained through comprehensive calculations of the train's direction, speed, protection zone location, etc., there are many sources and calculation methods for its data, but general warning systems rely on a single method and a single data source for warning. The accuracy of the warning is poor and the warning data is easy to be lost. Therefore, multiple redundant data filtering and processing methods are required to ensure the reliability of the warning and the de-duplication display of the same alarm. Summary of the invention

[0005] The present application provides a method for filtering and processing multiple redundant data for safety protection of on-road operations on heavy-duty railways, which can ensure the reliability of early warning information and avoid information redundancy.

[0006] The present application provides a method for filtering and processing multiple redundant data for safety protection of heavy-duty railway on-track operations, comprising: Establishing a warning information repository to store warning information corresponding to train identification; Real-time detection of first warning information of a target train, wherein the first warning information includes kilometer mark information, longitude and latitude information, and relative time between the target train and the target railway section; wherein the relative time is determined by the relative distance and the relative speed, and the relative distance information and the relative speed information are obtained by a vehicle-mounted radar device installed on the target train and a ground radar device installed on the target railway section; Determining, according to the first warning information, a warning level corresponding to the first warning information; Determining whether to send the warning information to the train terminal according to the warning level corresponding to the first warning information and the historical warning information in the warning information storage repository; Wherein, determining the warning level corresponding to the first warning information according to the first warning information includes: Assigning a risk weight to each piece of information in the first warning information, assigning a first risk weight to the kilometer mark information, a second risk weight to the longitude and latitude information, and a third risk weight to the relative time; Obtaining the warning level corresponding to each piece of information in the first warning information respectively, the kilometer mark information corresponds to the first warning level, the longitude and latitude information corresponds to the second warning level, and the relative time corresponds to the third warning level; The warning level corresponding to the first warning information is determined according to the risk weight and the warning level of each information in the first warning information.

[0007] Preferably, the early warning information repository further includes: The warning information storage repository is divided into a plurality of storage units according to the train identification, and the storage units store the train identification, the warning information corresponding to the train identification, and the warning level corresponding to the warning information.

[0008] Preferably, the step of respectively obtaining the warning level corresponding to each piece of information in the first warning information includes: If the difference between the kilometer mark of the target train and the target railway section is less than the lower limit of the first threshold interval, the first warning level is determined to be high risk; if it is greater than the upper limit of the first threshold interval, it is determined to be low risk; otherwise, it is determined to be medium risk; If the difference between the longitude and latitude of the target train and the target railway section is less than the lower limit of the second threshold interval, the second warning level is determined to be high risk; if it is greater than the upper limit of the second threshold interval, it is determined to be low risk; otherwise, it is determined to be medium risk; If the relative time between the target train and the target railway section is greater than the upper limit of the third threshold interval, the third warning level is judged to be low risk; if it is less than the lower limit of the first threshold interval, it is judged to be high risk; otherwise, it is judged to be medium risk.

[0009] Preferably, determining the warning level corresponding to the first warning information according to the risk weight and warning level of each information in the first warning information includes: Each warning level is assigned a score, with a high risk level of 10 points, a medium risk level of 5 points, and a low risk level of 1 point; Calculate the weighted scores corresponding to the first warning level, the second warning level, and the third warning level respectively, and sum the weighted scores to obtain the target warning level score; If the target warning level score is within the preset score range, the warning level of the first warning information is determined to be medium risk; if it is greater than the upper limit of the score range, it is determined to be high risk; otherwise, it is determined to be low risk.

[0010] Preferably, the weighted score is obtained according to the following formula: a=A*n, where a is the weighted score, A is the score corresponding to the warning level, and n is the risk weight corresponding to the warning information.

[0011] Preferably, judging whether to send the warning information to the train terminal according to the warning level corresponding to the first warning information and the historical warning information in the warning information storage repository includes: The train identifiers in the warning information storage are traversed, and if a train identifier matching the target train is detected, whether to send the warning information is determined according to the warning level of the first warning information; otherwise, the warning information is directly sent to the train terminal.

[0012] Preferably, the method further comprises: When a train identification that matches the target train is detected, the historical warning information and the corresponding warning level of the train identification corresponding to the target train in the warning information storage library that are closest to the detection time of the first warning information are obtained. If the warning level corresponding to the first warning information is higher than the warning level corresponding to the historical warning information, the warning information is sent to the train terminal; otherwise, the warning information is not sent.

[0013] Preferably, before the real-time detection of the first warning information of the target train, the method further comprises: Set a trigger mechanism, and when the trigger mechanism is activated, obtain the first warning information in real time; Among them, a signal transmitter is set at the starting and ending positions of the target railway section, and a signal receiver is set in the target train. When the target train runs into the signal range of the signal transmitter of the target railway section, the signal receiver in the target train receives the signal and the trigger mechanism is activated.

[0014] Preferably, the determining, according to the first warning information, the warning level corresponding to the first warning information further includes: Determining a first relative distance between a target train and a target railway section by means of a negative pressure sensor installed on the track; If the difference between the kilometer mark and the relative distance is greater than the first error, the first relative distance is added to the first warning information, and a fourth risk weight and a fourth warning level are assigned to the first relative distance information; If the first relative distance between the target train and the target railway section is less than the lower limit of the fourth threshold interval, the fourth warning level is determined to be high risk; if the first relative distance is greater than the upper limit of the fourth threshold interval, it is determined to be low risk; otherwise, it is determined to be medium risk; Calculate the weighted score corresponding to the fourth warning level, and sum it with the weighted score of the first warning level, the weighted score of the second warning level, and the weighted score of the third warning level to obtain the target risk score; Among them, the negative pressure sensor is set on the track of the target railway section and the track within a preset distance from the target railway section. The negative pressure sensor is evenly installed at each key point of the track and establishes a connection with the central control end and the operating vehicle end of the target railway section.

[0015] Preferably, the method further comprises: The working vehicle detects the first relative distance in real time through a negative pressure sensor. If the first relative distance is less than the distance warning value, the working vehicle sends a warning message to the central control end. If the first relative distance is detected to be continuously reduced within a preset time, the backup warning mechanism is activated. The operating vehicle end sends an early warning message to the railway server end connected to the operating vehicle end, and the railway server end sends an emergency signal to the train terminal according to the received early warning message.

[0016] One or more technical solutions provided in this application have at least the following technical effects or advantages: By aggregating and processing multi-source warning information, we can have a more comprehensive understanding of the status of the target train and the target railway section, and improve the accuracy and reliability of the warning information. In addition, by filtering and processing the train identification, i.e. the train number, in the warning information repository, and making a secondary judgment on whether to send the warning information, we can avoid the repeated display of the warning information and improve the riding or driving experience of the warning information receiver. By assigning a risk weight to each type of warning information, the risk level corresponding to the first warning information of the target train is comprehensively assessed, and the reliability of the warning information is further improved.

[0017] By setting negative pressure sensors at key points of the railway track, both the operating vehicle end and the central control end can obtain the first relative distance based on the data fed back by the negative pressure sensor, and add the first relative distance to the first warning information, so as to avoid the inaccuracy of the warning information of the relative distance collected by the radar device due to the complex environment. The negative pressure sensor is introduced to calculate the relative distance, so as to improve the accuracy and reliability of the warning information.

[0018] The first relative distance is monitored in real time by the operating vehicle end. When it is detected that the first relative distance is less than the distance warning value and the first relative distance continues to decrease, the backup warning mechanism is triggered, and an emergency signal is directly sent to the target train terminal through the railway server end for safety measures to be processed, so as to avoid the situation in which the transmission of the warning signal is blocked due to poor communication signals in possible complex environments, thereby causing the target train to be unable to take safety measures in time. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a flow chart of a method for filtering and processing multiple redundant data for protection of on-track operation of heavy-haul railways according to an embodiment of the present invention; Figure 2 is a schematic diagram of a process of determining a warning level corresponding to first warning information according to an embodiment of the present invention; Figure 3 is a schematic diagram of a process of obtaining the warning level corresponding to each piece of information in the first warning information respectively according to an embodiment of the present invention; Figure 4 It is a flowchart of determining the warning level corresponding to the first warning information according to another embodiment of the present invention. DETAILED DESCRIPTION

[0020] To facilitate the understanding of the present invention, the present application will be described more comprehensively below with reference to the relevant drawings; the drawings show preferred embodiments of the present invention, but the present invention can be implemented in many different forms and is not limited to the embodiments described herein; on the contrary, the purpose of providing these embodiments is to enable a more thorough and comprehensive understanding of the disclosed content of the present invention.

[0021] It should be noted that the terms “vertical”, “horizontal”, “up”, “down”, “left”, “right” and similar expressions used in this document are only for illustrative purposes and do not represent the only implementation method.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by technicians in the technical field to which the present invention belongs; 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 herein includes any and all combinations of one or more related listed items. Example

[0023] Figure 1 The invention discloses a method for filtering and processing multiple redundant data for protection of on-track operation of heavy-haul railways according to an embodiment of the present invention.

[0024] like Figure 1 As shown, the method for filtering and processing multiple redundant data for heavy-duty railway on-road operation protection is applied to the central control end, and includes the following steps: S101, establish a warning information storage repository for storing warning information, divide the warning information storage repository into a plurality of storage units according to the train identification, and store the train identification, the warning information corresponding to the train identification, and the warning level corresponding to the warning information in the storage unit.

[0025] S102, detecting first warning information of a target train in real time, the first warning information including kilometer mark information, longitude and latitude information and relative time of the target train and the target railway section.

[0026] Among them, the relative time is determined by the relative distance information and the relative speed information, and the relative distance information and the relative speed information are obtained by the on-board radar device installed on the target train and the ground radar device installed on the target railway section; the longitude and latitude information is obtained by detection of the GPS equipment; the kilometer mark information is determined by the preset track electronic map.

[0027] S103: Determine a warning level corresponding to the first warning information according to the first warning information.

[0028] In some embodiments, according to the first warning information, the warning level corresponding to the first warning information is determined, such as Figure 2 As shown, specifically including: S201, assign a risk weight to each piece of information in the first warning information, assign a first risk weight to the kilometer mark information, assign a second risk weight to the longitude and latitude information, and assign a third risk weight to the relative time.

[0029] For example, the kilometer landmark information is assigned a first risk weight of 0.6, which is a higher weight, because the kilometer landmark information directly reflects the relative position of the target train and the construction area; the longitude and latitude information is assigned a second risk weight of 0.3, which is the second highest weight, because the longitude and latitude information reflects the relative position and speed information between the target train and the construction area; the warning information generated by the radar device, that is, the relative time, is assigned a third risk weight of 0.1, which is a lower weight, because the data collected by the radar device may be affected by various external factors.

[0030] S202, respectively obtain the warning level corresponding to each information in the first warning information, the kilometer mark information corresponds to the first warning level, the longitude and latitude information corresponds to the second warning level, and the relative time corresponds to the third warning level.

[0031] In some embodiments, the warning level corresponding to each piece of information in the first warning information is obtained respectively, such as Figure 3 As shown, specifically including: S301, if the difference between the kilometer mark of the target train and the target railway section is less than the lower limit of the first threshold interval, the first warning level is judged to be high risk; if it is greater than the upper limit of the first threshold interval, it is judged to be low risk; otherwise, it is judged to be medium risk.

[0032] S302: If the difference between the longitude and latitude of the target train and the target railway section is less than the lower limit of the second threshold interval, the second warning level is judged to be high risk; if it is greater than the upper limit of the second threshold interval, it is judged to be low risk; otherwise, it is judged to be medium risk.

[0033] S303, if the relative time between the target train and the target railway section is greater than the upper limit of the third threshold interval, the third warning level is judged to be low risk; if it is less than the lower limit of the first threshold interval, it is judged to be high risk; otherwise, it is judged to be medium risk.

[0034] It should be noted that the above-mentioned first threshold interval, second threshold interval and third threshold interval are set according to the safety experience corresponding to the difference in kilometer marks, the difference in longitude and latitude and the relative time, and can be adjusted regularly according to actual application conditions to enhance the safety of heavy-load railway on-road operations.

[0035] S304, assigning points to each warning level, with 10 points for the high risk level, 5 points for the medium risk level, and 1 point for the low risk level.

[0036] S305, respectively calculating the weighted scores corresponding to the first warning level, the second warning level, and the third warning level, and summing the weighted scores to obtain the target warning level score.

[0037] The weighted score of the warning level is obtained according to the following calculation formula: a=A*n, where a is the weighted score, A is the score corresponding to the warning level, and n is the risk weight corresponding to the warning information. Thus, we can obtain the weighted score a1 for the first warning level, the weighted score a2 for the second warning level, and the weighted score a3 for the third warning level.

[0038] Furthermore, the weighted score a1 of the first warning level, the weighted score a2 of the second warning level, and the weighted score a3 of the third warning level are summed to obtain a target warning level score, which corresponds to the warning level of the first warning information.

[0039] S306: If the target warning level score is within the preset score range, the warning level of the first warning information is determined to be medium risk; if it is greater than the upper limit of the score range, it is determined to be high risk; otherwise, it is determined to be low risk.

[0040] S104: Determine whether to send warning information to the train terminal based on the historical warning information in the warning information storage repository.

[0041] Specifically, the train identifications in the warning information storage repository are traversed, and if a train identification matching the target train is detected, whether to send the warning information is determined based on the warning level of the first warning information; otherwise, the warning information is directly sent to the train terminal.

[0042] Furthermore, when a train identification that matches the target train is detected, the historical warning information and the corresponding warning level of the train identification corresponding to the target train that are closest to the detection time of the first warning information in the warning information storage repository are obtained. If the warning level corresponding to the first warning information is higher than the warning level corresponding to the historical warning information, the warning information is sent to the train terminal; otherwise, the warning information is not sent.

[0043] For example, the warning level corresponding to the first warning information is medium risk. The warning level corresponding to the most recent historical warning information from the warning information repository is low risk. Since the warning level corresponding to the first warning information is higher than the warning level corresponding to the previous warning information, a warning message is sent to the train terminal to alert train managers of the risk situation.

[0044] It should be noted that the first warning information obtained in real time is stored in real time to the corresponding storage location in the warning information storage repository according to the corresponding train identification for subsequent call.

[0045] The technical solutions in the above embodiments of the present application have at least the following technical effects or advantages: 1. Through the aggregation and processing of multi-source warning information, the status of the target train and the target railway section can be more comprehensively understood, and the accuracy and reliability of the warning information can be improved; and in the warning information repository, the train identification, i.e. the train number, is filtered and processed and a secondary judgment is made as to whether to send the warning information, so as to avoid the repeated display of the warning information and improve the riding or driving experience of the warning information receiver; by assigning a risk weight to each type of warning information, the risk level corresponding to the first warning information of the target train is comprehensively assessed, so as to further improve the reliability of the warning information. Example

[0046] In the first embodiment, the first warning information of the train is obtained in real time. When the target train is far away from the construction area, it is assigned a low risk, and there is no consideration of a close warning safety range. This generates too much first warning information, which easily leads to a waste of resource space.

[0047] Therefore, the embodiments of the present application are optimized to a certain extent based on the above embodiments.

[0048] In some embodiments, before detecting the first warning information of the target train in real time, the method further includes: A trigger mechanism is set up, and when the trigger mechanism is activated, the first warning information is obtained in real time.

[0049] Specifically, a signal transmitter is set at the starting and ending positions of the target railway section to transmit signals to the surroundings, and a signal receiver is set in the target train. When the train runs within the signal range transmitted by the target railway section, the signal receiver in the target train receives the signal and the trigger mechanism is activated.

[0050] It should be noted that the signal transmitter is selected based on the range in which the signal can be transmitted, and the transmission signal range is maximized as much as possible.

[0051] Specifically, the target railway section may be a construction section, where working vehicles are operating on the track.

[0052] The technical solutions in the above embodiments of the present application have at least the following technical effects or advantages: 1. Obtain the first warning information of the train in real time. When the target train is far away from the construction area, it is assigned a low risk. A signal transmitter is set in the construction section and a signal receiver is set at the target train end, thereby forming a close warning safety range consideration. Only when the target train appears in the safety range, the trigger mechanism is activated, thus avoiding the generation of too much first warning information and wasting resource space. Example

[0053] In Example 1, secondary radar warning information is obtained by installing a vehicle-mounted radar device and a ground radar device, and the warning information generated by the secondary radar is added to the warning information storage repository to make a comprehensive judgment on the warning level. However, due to the special environment in which the railway track is located, the radar signal may be interfered by the external environment, resulting in inaccurate warning information, and may even encounter a situation where the communication network is in poor condition, and the transmission of the warning information may be blocked.

[0054] Therefore, the embodiments of the present application are optimized to a certain extent based on the above embodiments.

[0055] Assuming that the construction section is using work vehicles for construction work, a number of negative pressure sensors are set up on the construction section road and within a preset distance from the construction section. The negative pressure sensors are evenly installed at each key point of the railway track.

[0056] In some embodiments, the negative pressure sensor is connected to the central control terminal, and the central control terminal determines the first relative distance between the target train and the construction section through the pressure value fed back by the negative pressure sensor.

[0057] In step S103 of the first embodiment, Figure 4 As shown, it also includes: S401: If the difference between the kilometer mark and the relative distance is greater than the first error, the first relative distance is added to the first warning information, and the first relative distance information is assigned a fourth risk weight and a fourth warning level.

[0058] S402: If the first relative distance between the target vehicle and the target railway section is less than the lower limit of the fourth threshold interval, the fourth warning level is determined to be high risk; if it is greater than the upper limit of the fourth threshold interval, it is determined to be low risk; otherwise, it is determined to be medium risk.

[0059] In step S305 of the first embodiment, it also includes: Calculate the weighted score corresponding to the fourth warning level, and sum it with the weighted score of the first warning level, the weighted score of the second warning level, and the weighted score of the third warning level to obtain the target risk score.

[0060] In some embodiments, the working vehicle end is connected to the central control end, and the negative pressure sensor is also connected to the working vehicle end.

[0061] Specifically, the operating vehicle detects the first relative distance in real time through a negative pressure sensor. If the first relative distance is less than the distance warning value, the operating vehicle sends a warning message to the central control end. If it is detected that the first relative distance continues to decrease within a preset time, the backup warning mechanism is activated.

[0062] Furthermore, when the backup warning mechanism is activated, the operating vehicle end directly sends a warning message to the railway server end, and the railway server end sends an emergency signal to the target train terminal based on the received warning message.

[0063] For example, the working vehicle end of the construction section obtains the first relative distance according to the pressure value of the negative pressure sensor. If it is found that the first relative distance is less than the distance warning value and there is a trend of continuously decreasing, it is determined that the terminal of the target train has not received the warning information sent by the central control end, and the sending of the previous first warning information may be hindered. Therefore, the working vehicle end activates the backup warning mechanism and sends the warning information to the railway server end. The railway server end immediately sends an emergency signal to the target train terminal, thereby avoiding the failure of warning information sending due to poor communication quality, and ensuring that the target train receives the emergency signal in time and takes relevant safety measures and danger response preparations.

[0064] The technical solutions in the above embodiments of the present application have at least the following technical effects or advantages: By setting negative pressure sensors at key points of the railway track, both the operating vehicle end and the central control end can obtain the first relative distance based on the data fed back by the negative pressure sensor, and add the first relative distance to the first warning information, so as to avoid the inaccuracy of the warning information of the relative distance collected by the radar device due to the complex environment. The negative pressure sensor is introduced to calculate the relative distance, so as to improve the accuracy and reliability of the warning information.

[0065] The first relative distance is monitored in real time by the operating vehicle end. When it is detected that the first relative distance is less than the distance warning value and the first relative distance continues to decrease, the backup warning mechanism is triggered, and an emergency signal is directly sent to the target train terminal through the railway server end for safety measures to be processed, so as to avoid the situation in which the transmission of the warning signal is blocked due to poor communication signals in possible complex environments, thereby causing the target train to be unable to take safety measures in time.

[0066] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for filtering and processing multiple redundant data for safety protection of heavy-duty railway on-road operation, applied to a central control terminal, characterized in that: include: Establishing a warning information repository to store warning information corresponding to train identification; Real-time detection of first warning information of a target train, wherein the first warning information includes kilometer mark information, longitude and latitude information, and relative time between the target train and the target railway section; wherein the relative time is determined by the relative distance and the relative speed, and the relative distance information and the relative speed information are obtained by a vehicle-mounted radar device installed on the target train and a ground radar device installed on the target railway section; Determining, according to the first warning information, a warning level corresponding to the first warning information; Determining whether to send the warning information to the train terminal according to the warning level corresponding to the first warning information and the historical warning information in the warning information storage repository; Wherein, determining the warning level corresponding to the first warning information according to the first warning information includes: Assigning a risk weight to each piece of information in the first warning information, assigning a first risk weight to the kilometer mark information, a second risk weight to the longitude and latitude information, and a third risk weight to the relative time; Obtaining the warning level corresponding to each piece of information in the first warning information respectively, the kilometer mark information corresponds to the first warning level, the longitude and latitude information corresponds to the second warning level, and the relative time corresponds to the third warning level; The warning level corresponding to the first warning information is determined according to the risk weight and the warning level of each information in the first warning information.

2. The method for filtering and processing multiple redundant data for safety protection of heavy-haul railway on-track operation according to claim 1, characterized in that: The early warning information repository also includes: The warning information storage repository is divided into a plurality of storage units according to the train identification, and the storage units store the train identification, the warning information corresponding to the train identification, and the warning level corresponding to the warning information.

3. The method for filtering and processing multiple redundant data for safety protection of heavy-haul railway on-track operation according to claim 1, characterized in that: The step of respectively obtaining the warning level corresponding to each piece of information in the first warning information includes: If the difference between the kilometer mark of the target train and the target railway section is less than the lower limit of the first threshold interval, the first warning level is determined to be high risk; if it is greater than the upper limit of the first threshold interval, it is determined to be low risk; otherwise, it is determined to be medium risk; If the difference between the longitude and latitude of the target train and the target railway section is less than the lower limit of the second threshold interval, the second warning level is determined to be high risk; if it is greater than the upper limit of the second threshold interval, it is determined to be low risk; otherwise, it is determined to be medium risk; If the relative time between the target train and the target railway section is greater than the upper limit of the third threshold interval, the third warning level is judged to be low risk; if it is less than the lower limit of the first threshold interval, it is judged to be high risk; otherwise, it is judged to be medium risk.

4. The method for filtering and processing multiple redundant data for safety protection of heavy-haul railway on-track operation according to claim 3, characterized in that: Determining the warning level corresponding to the first warning information according to the risk weight and warning level of each information in the first warning information includes: Each warning level is assigned a score, with a high risk level of 10 points, a medium risk level of 5 points, and a low risk level of 1 point; Calculate the weighted scores corresponding to the first warning level, the second warning level, and the third warning level respectively, and sum the weighted scores to obtain the target warning level score; If the target warning level score is within the preset score range, the warning level of the first warning information is determined to be medium risk; if it is greater than the upper limit of the score range, it is determined to be high risk; otherwise, it is determined to be low risk.

5. The method for filtering and processing multiple redundant data for safety protection of heavy-haul railway on-track operation according to claim 4, characterized in that: The weighted score is obtained according to the following formula: a=A*n, where a is the weighted score, A is the score corresponding to the warning level, and n is the risk weight corresponding to the warning information.

6. The method for filtering and processing multiple redundant data for safety protection of heavy-haul railway on-track operation according to claim 1, characterized in that: The step of determining whether to send the warning information to the train terminal according to the warning level corresponding to the first warning information and the historical warning information in the warning information storage repository includes: The train identifiers in the warning information storage are traversed, and if a train identifier matching the target train is detected, whether to send the warning information is determined according to the warning level of the first warning information; otherwise, the warning information is directly sent to the train terminal.

7. The method for filtering and processing multiple redundant data for safety protection of heavy-haul railway on-track operation according to claim 6, characterized in that: The method further comprises: When a train identification that matches the target train is detected, the historical warning information and the corresponding warning level of the train identification corresponding to the target train in the warning information storage library that are closest to the detection time of the first warning information are obtained. If the warning level corresponding to the first warning information is higher than the warning level corresponding to the historical warning information, the warning information is sent to the train terminal; otherwise, the warning information is not sent.

8. The method for filtering and processing multiple redundant data for safety protection of heavy-haul railway on-track operation according to claim 1, characterized in that: Before the first warning information of the target train is detected in real time, the method further includes: Set a trigger mechanism, and when the trigger mechanism is activated, obtain the first warning information in real time; Among them, a signal transmitter is set at the starting and ending positions of the target railway section, and a signal receiver is set in the target train. When the target train runs into the signal range of the signal transmitter of the target railway section, the signal receiver in the target train receives the signal and the trigger mechanism is activated.

9. The method for filtering and processing multiple redundant data for safety protection of heavy-haul railway on-track operation according to claim 3, characterized in that: The step of determining the warning level corresponding to the first warning information according to the first warning information further includes: Determining a first relative distance between a target train and a target railway section by means of a negative pressure sensor installed on the track; If the difference between the kilometer mark and the relative distance is greater than the first error, the first relative distance is added to the first warning information, and a fourth risk weight and a fourth warning level are assigned to the first relative distance information; If the first relative distance between the target train and the target railway section is less than the lower limit of the fourth threshold interval, the fourth warning level is determined to be high risk; if the first relative distance is greater than the upper limit of the fourth threshold interval, it is determined to be low risk; otherwise, it is determined to be medium risk; Calculate the weighted score corresponding to the fourth warning level, and sum it with the weighted score of the first warning level, the weighted score of the second warning level, and the weighted score of the third warning level to obtain the target risk score; Among them, the negative pressure sensor is set on the track of the target railway section and the track within a preset distance from the target railway section. The negative pressure sensor is evenly installed at each key point of the track and establishes a connection with the central control end and the operating vehicle end of the target railway section.

10. The method for filtering and processing multiple redundant data for safety protection of heavy-haul railway on-track operation according to claim 9, characterized in that: The method further comprises: The working vehicle detects the first relative distance in real time through a negative pressure sensor. If the first relative distance is less than the distance warning value, the working vehicle sends a warning message to the central control end. If the first relative distance is detected to be continuously reduced within a preset time, the backup warning mechanism is activated. The operating vehicle end sends an early warning message to the railway server end connected to the operating vehicle end, and the railway server end sends an emergency signal to the train terminal according to the received early warning message.

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