Safety protection method for passive obstacles in rail transit, electronic equipment and medium

Abstract

The invention relates to a safety protection method for passive obstacles in rail transit, electronic equipment and a medium. The method comprises the steps that the safety protection distance between the head and the tail of a train is defined; according to the safety protection distance of the train head and the train tail and the running direction of the train, safety protection areas corresponding to the train head and the train tail on the line where the train is located are calculated; an adjacent line logic section list of a logic section where the train is located is calculated, and a safety protection area corresponding to each logic section in the adjacent line logic section list is calculated; safety protection areas of a line where the train is located and adjacent line tracks in the train running direction are obtained, and after repeated areas are combined, the safety protection area of the line tracks when passive obstacles are detected is obtained; and the area controller informs the train in the safety protection area of emergency braking and calculates movement authorization for the train outside the safety protection area. Compared with the prior art, the invention has the advantages of realization of safety protection of passive obstacles, small operation influence, higher safety and the like.

Description

Technical Field

[0001] The present invention relates to the field of rail transit obstacle detection, and in particular to a safety protection method for rail transit passive obstacles. Background Art

[0002] With the development of urban rail transit, more and more subway projects are choosing fully automatic unmanned driving systems. This system not only improves operational efficiency, but also reduces human errors and improves the passenger experience. However, the safety protection requirements of fully automatic unmanned driving systems are becoming more and more complex, among which obstacle detection is particularly important. The existing patents and papers related to signal system functions mainly focus on active obstacle detection, and lack research on passive obstacle scenarios when the train stops in an emergency after detecting a collision obstacle or derailment. If a collision occurs, the train will be damaged, threatening the safety of the train and personnel.

[0003] After searching, Chinese invention patent publication number CN115366955B discloses a method, device and storage medium for establishing a derailment protection area, the method comprising: obtaining information of a derailed train; determining a safety protection distance according to a preset strategy based on the information of the train, searching a track section and adding an area of ​​the derailed train line according to the determined safety protection distance; searching and adding an adjacent line area of ​​the derailed train according to a preset safety distance; the demarcation points of the track section include an axle counting point, an insulating joint and a turnout core; the derailed train line is the line where the train is located when it derails and the line adjacent to the derailed train. When the line where the legal direction is the same, the adjacent line of the derailed train is the line where the derailment affects the safe operation on this line and the line opposite to the legal direction of the line when the derailment occurs; According to the derailment information, including: from the tail end position of the train of the derailed train, the tail end safety protection distance is determined in the opposite direction of the train running direction in the derailment information, the running speed is multiplied by the communication timeout time of the vehicle-mounted control system and the regional controller when the train derails in the derailment information, and the tail end safety protection distance is obtained; According to the determined safety protection distance, the track section is searched and the track section is added to the protection area of ​​the derailed train line. This existing patent exists without considering the civil engineering type, and the safety protection calculation of passive obstacles is not accurate enough.

[0004] How to realize the detection of passive obstacles in rail transit has become a technical problem that needs to be solved. Summary of the invention

[0005] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a safety protection method for passive obstacles in rail transit.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] According to one aspect of the present invention, a safety protection method for passive obstacles in rail transit is provided, the method comprising:

[0008] Step S1, defining the safety protection distance between the head and tail of the train;

[0009] Step S2, calculating the safety protection areas corresponding to the head and tail of the train on the line where the train is located according to the safety protection distances of the head and tail of the train and the running direction of the train;

[0010] Step S3, calculating the "neighboring line logical section list" of the logical section where the train is located, and calculating the safety protection area corresponding to each logical section in the adjacent line logical section list, wherein the "adjacent line logical section list" is a set of logical sections on the adjacent line track that overlap with the kilometer mark of the logical section where the train is located;

[0011] Step S4, combining the results of steps S2 and S3, obtaining the safety protection area of ​​the track where the train is located and the adjacent track in the train running direction, and merging the repeated areas to obtain the safety protection area of ​​the track when a passive obstacle is detected;

[0012] In step S5, the area controller notifies the trains in the safety protection area obtained in step S4 to perform emergency braking, and calculates movement authorization for trains outside the safety protection area to prevent them from entering the activation area.

[0013] Preferably, the method comprises defining basic line data, comprising:

[0014] Define line track form, which is used to define each up and down line track, including name, kilometer mark starting point and kilometer mark end point;

[0015] Define the civil construction track section form, including the civil construction type corresponding to each track civil construction section, the track ID of the line where the civil construction track section is located, the kilometer mark starting point, the kilometer mark end point, "whether the track has a safety isolation barrier with the adjacent track" and the adjacent track list.

[0016] Preferably, the method further comprises defining a logical section form, including the line track ID where the logical section is located, the kilometer mark starting point, the kilometer mark end point, the safety protection area on the line track and the list of logical sections on the affected adjacent lines.

[0017] More preferably, the line track is divided into different civil construction track sections according to the civil construction type, wherein the civil construction type includes "underground single-hole single-line", "underground single-hole double-line", "elevated single-line", "elevated co-linear bridge area" and "open ground".

[0018] More preferably, when the civil engineering type in the civil engineering track section form is "underground single-hole single line" or "elevated single line", the corresponding "whether the track has a safety isolation barrier with the adjacent track" is True, indicating that there is no safety isolation barrier when a fault occurs, and there will be an impact on the adjacent tracks; when the civil engineering type is "underground single-hole double lines" or "elevated co-linear bridge area" or "open ground", the corresponding "whether the track has a safety isolation barrier with the adjacent track" is False, indicating that there is a safety isolation barrier when a fault occurs, and there is no impact on the adjacent tracks.

[0019] Preferably, if there is no safety isolation barrier between the track where the train is located and other tracks, it is necessary to calculate a list of adjacent line logical sections of the logical section where the train is located, and calculate the safety protection area corresponding to each logical section in the adjacent line logical section list.

[0020] More preferably, the calculation of the safety protection areas corresponding to the head and tail of the train on the line where the train is located includes:

[0021] Calculate the safety protection area corresponding to the upward direction of the train head, that is, all logical sections within the safety protection distance range of the train head in the upward direction;

[0022] Calculate the safety protection area corresponding to the downward direction of the train head, that is, all logical sections within the safety protection distance of the train head in the downward direction;

[0023] Calculate the safety protection area corresponding to the upward direction of the train tail, that is, all logical sections within the safety protection distance range of the train tail in the upward direction;

[0024] And calculate the safety protection area corresponding to the downward direction of the rear of the train, that is, all logical sections within the safety protection distance range of the rear of the train in the downward direction.

[0025] More preferably, if there are branches within the safety protection distance range, the safety protection area also includes logical segments on all branches.

[0026] More preferably, the safety protection area also includes a logical section where the train is located.

[0027] Preferably, the safety protection distance range includes a scenario in which the safety protection distance covers a part of the logical segment.

[0028] Preferably, the process of calculating the adjacent line logical section list of the logical section where the train is located includes: first, on the line track corresponding to the logical section where the train is located, searching for the civil track section whose kilometer mark range intersects with the logical section where the train is located; then searching the adjacent track list of the civil track section for a set of logical sections whose kilometer marks overlap or partially overlap with the kilometer marks corresponding to the logical section where the train is located, that is, the adjacent line logical section list of the logical section where the train is located.

[0029] Preferably, the process of calculating the safety protection area corresponding to each logical segment in the adjacent line logical segment list includes calculating the corresponding safety protection area for each logical segment in the adjacent line logical segment list, including the safety protection area corresponding to the upward direction of the train head, the safety protection area corresponding to the upward direction of the train tail, the safety protection area corresponding to the downward direction of the train head, and the safety protection area corresponding to the downward direction of the train tail.

[0030] According to another aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0031] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0032] Compared with the prior art, the present invention has the following beneficial effects:

[0033] 1) The present invention calculates the safety protection areas corresponding to the head and tail of the train on the line where the train is located and the safety protection areas corresponding to each logical segment in the list of logical segments of the adjacent line, and obtains the safety protection areas when passive obstacles are detected on the track of the line in the direction of train operation after merging and removing duplicates, thereby filling the gap in passive fault safety protection. After the train detects obstacles or derailment, the safety protection areas are transmitted promptly and accurately, and the regional controller notifies the train to perform emergency braking, thereby improving the safety performance of the rail transit system.

[0034] 2) The present invention divides the line track into multiple civil engineering track sections according to the civil engineering type. When the "whether the track has a safety isolation barrier with the adjacent track" corresponding to the civil engineering track section is false, it is necessary to consider the safety protection area of ​​the adjacent track. The safety protection area is based on logical sections to minimize operational impact while ensuring safety.

[0035] 3) The basic line data used in the present invention is realized through a definition form, which has a simple configuration and can be flexibly adjusted according to user needs. The protection distance between the front and rear of the train can be flexibly selected according to the owner's needs; the protection distance can also be flexibly configured according to different vehicle models; and the activated safety protection area can be selected according to the direction of the train.

[0036] 4) The safety protection area of ​​the present invention is calculated by a system data tool, and ZC can directly read the calculated data. When the train collides with an obstacle, the safety area calculation is not affected by the damage to the train-related equipment due to the collision. Therefore, the calculated train protection plan is more reliable.

[0037] 5) The basic line data used in the present invention is uniformly defined and automatically managed. When the civil engineering design data of the line changes or is laser measured, the system data tool can automatically calculate the safety protection area for each logical section based on the read civil engineering data, thereby reducing manual input, avoiding human calculation errors, and improving data accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 A schematic diagram of a scenario of passive obstacle detection in rail transit in the present invention;

[0039] Figure 2 It is a schematic diagram of the principle of calculating the safety protection area of ​​the line in the present invention;

[0040] Figure 3 It is a schematic flow chart of the method for passive obstacle detection in rail transit in the invention. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0042] The professional terms used in the embodiments are explained as follows:

[0043] ATP: Automatic Train Protection

[0044] ZC: Zone Controller

[0045] VOBC: Vehicle on-board Controller

[0046] TIAS: Traffic Integrated Automation System

[0047] MA: Movement Authority

[0048] Track: Track

[0049] OBAR: Obstacle Avoidance Regions

[0050] TRC: Track_Civil_Section, track civil engineering section

[0051] Dn:Down

[0052] Up:Up, upward

[0053] Block: logical segment;

[0054] CCTV: Closed Circuit Television, closed-circuit television surveillance system.

[0055] In the fully automatic unmanned driving system, when the vehicle detects a collision obstacle or derailment, the train emergency brake should be triggered immediately. The ZC establishes a safety protection area for vehicle obstacle avoidance, notifies the train VOBC in the protection area of ​​the line and the affected adjacent line to apply emergency braking, and the train calculation movement authorization (MA) outside the protection area is running normally and cannot enter the activated protection area. The smallest unit in the protection area is the logical segment. The zone controller (ZC) reports the activation status of the protection section to TIAS, and the central dispatcher can view the on-site situation through CCTV images and organize personnel to handle it on the spot.

[0056] Example 1

[0057] This embodiment relates to a safety protection method for passive obstacles in rail transit, in which the system data tool calculates the safety protection area according to the passive obstacle detection scenario and provides it to the trackside ZC for safety protection to avoid secondary damage to other trains. This method manually defines a small amount of basic line data, and the system data tool software can automatically and flexibly calculate the safety protection area of ​​the line where the train is located and the affected adjacent lines according to project requirements, including generating safety protection area data at the head and tail of the train in the upward and downward directions. Through the unified definition and management of system data, the workload of the project is reduced and the data accuracy is improved.

[0058] The definition of basic line data includes: civil engineering track section, project general parameter configuration and ATP track section definition, such as Figure 1 .

[0059] 1. Based on the line plan data, the data production personnel define the uplink and downlink line tracks in the system data. The data structure specifically includes:

[0060] ID: definition number;

[0061] Name: define the name;

[0062] Kp_Begin: starting point of kilometer mark;

[0063] Kp_End: kilometer mark end point.

[0064] 2. According to the subway line plan document, the data personnel define the civil track section (Track_Civil_Section, referred to as TRC) form in the system data. The system data structure specifically includes:

[0065] ID: definition number;

[0066] Name: define the name;

[0067] Track_Civil_Type: defines the corresponding civil engineering type, including the following types: Single Underground, Dual Underground, Single Viaduct, Dual Viaduct and Open Area.

[0068] Track: defines the track ID of the line where the civil track section is located;

[0069] Kp_Begin: defines the starting point of the kilometer mark;

[0070] Kp_End: defines the end point of the kilometer mark;

[0071] Secured: defines whether the track has a safety isolation barrier with the adjacent track;

[0072] OBAR_Track_ID_List: defines the adjacent track list, that is, if the civil track section has no safety isolation barrier with other track sections, it is necessary to define the basic track information corresponding to the relevant civil track section.

[0073] 3. Define project common parameter configuration (Project_Config)

[0074] OBAR_Front_Buffer_Distance: defines the safety protection distance of the train head;

[0075] OBAR_Rear_Buffer_Distance: defines the safety protection distance at the rear of the train;

[0076] 4. Define the logical block form, whose system data structure includes:

[0077] ID: definition number;

[0078] Name: define the name;

[0079] Track_ID: The track ID of the line where the Block is located;

[0080] Kp_Begin: Define the starting point of the kilometer mark

[0081] Kp_End: defines the end point of the kilometer mark

[0082] The safety protection areas on the track of this line corresponding to Block include:

[0083] OBAR_Up_Front_Block_ID_List: defines the safety protection area corresponding to the upward direction of the train head;

[0084] OBAR_Up_Rear_Block_ID_List: defines the safety protection area corresponding to the upward direction of the rear of the train;

[0085] OBAR_Dn_Front_Block_ID_List: defines the safety protection area corresponding to the downward direction of the train head;

[0086] OBAR_Dn_Rear_Block_ID_List: defines the safety protection area corresponding to the downward direction of the rear of the train.

[0087] The adjacent line logical section list includes OBAR_Adjacent_Block_ID_List: defines the logical section list on the adjacent line that overlaps with the current Block kilometer mark.

[0088] Based on the defined basic line data, the method for implementing passive obstacle detection includes the following steps:

[0089] Step 1: Project data personnel extract line information according to the design documents, create uplink and downlink track data forms in the database, define ID and name for each track, and mark the starting and ending points;

[0090] Step 2, create a track civil construction section (TRC) data form in the database, define the ID and Name for each track civil construction section; select the type (Track_Civil_Type) according to the location, where: TRC.Secured = true corresponding to the underground single-hole single-line and the elevated single-line, indicating that there is a safety isolation barrier between the up and down line tracks (Track); TRC.Secured = false for the underground single-hole double-line, elevated co-linear bridge area and open ground, indicating that when a fault occurs, there is no safety isolation barrier, which will affect the up and down tracks; for each TRC, define the kilometer mark starting and end point.

[0091] An up and down line track (Track) is divided into multiple track civil sections (TRCs) according to Track_Civil_Type.

[0092] An uplink and downlink track is divided into multiple logical sections (Blocks), which is a prior art and will not be elaborated here.

[0093] Step 3, define the train head safety protection distance OBAR_Front_Buffer_Distance and the train tail safety protection distance OBAR_Rear_Buffer_Distance;

[0094] Step 4: Based on the data definitions in steps 1 to 3, the system data tool can calculate the safety protection area data corresponding to the head of the train on the track according to the safety protection distance of the head of the train OBAR_Front_Buffer_Distance and the running direction of the train (Up or Dn), including:

[0095] Calculate the safety protection area OBAR_Up_Front_Block_ID_List corresponding to the upward direction of the train head: include all blocks (even partial coverage) within the range of OBAR_Front_Buffer_Distance in the upward direction. If there are multiple branches within this range, then all possible blocks on the branches should be included.

[0096] Calculate the safety protection area OBAR_Dn_Front_Block_ID_List corresponding to the downward direction of the train head: include all blocks (even partial coverage) within the range of OBAR_Front_Buffer_Distance in the downward Dn direction. If there are multiple branches within this range, then all possible blocks on the branches should be included.

[0097] Considering that the location of the train is also within the safety protection range, the Block at the location of the train needs to be added to OBAR_Up_Front_Block_ID_List and OBAR_Dn_Front_Block_ID_List respectively.

[0098] The safety protection area is calculated by the system data tool based on the safety protection distance, and there is no need for real-time calculation by the train. Therefore, the safety protection area can be activated in time to avoid secondary disasters that may cause other trains to break into the safety protection area.

[0099] Step 5, according to the data definition of steps 1 to 3, according to OBAR_Rear_Buffer_Distance and the running direction (Up or Dn) of the train, calculate the safety protection area data corresponding to the rear of the train on the track of this line, including:

[0100] Calculate the safety protection area OBAR_Up_Rear_Block_ID_List corresponding to the upward direction of the train tail: include all blocks (even partial coverage) within the range of OBAR_Rear_Buffer_Distance in the upward direction UP. If there are multiple branches within this range, then all possible blocks on the branches should be included.

[0101] Calculate the safety protection area OBAR_Dn_Rear_Block_ID_List corresponding to the downward direction of the train tail: include all Bocks (even partial coverage) within the range of OBAR_Rear_Buffer_Distance in the downward DN direction. If there are multiple branches within this range, then all possible branches should be included.

[0102] Considering that the location of the train is also within the safety protection range, the Block at the train location needs to be added to OBAR_Up_Rear_Block_ID_List and OBAR_Dn_Rear_Block_ID_List respectively.

[0103] Step 6: Based on the system data definition in steps 1 to 3, the system data tool can calculate the adjacent line logical section list OBAR_Adjacent_Block_ID_List for each Block.

[0104] The details are as follows: First, according to the track (Track) of the logical section (Block) where the train is located, the starting point (Blocks.Kp_Begin) and the end point (Blocks.Kp_End) of the kilometer mark (corresponding to the logical section), find the TRC with the same Track and the intersection of the kilometer mark range. Then search in the OBAR_Track_ID_List of the TRC. Finally, the adjacent line logical section list OBAR_Adjacent_Block_ID_List is calculated through the overlapping part of the kilometer mark of the Block where the train is located and the kilometer mark of the adjacent track.

[0105] Step 7, according to the system data, when the train detects a collision with an obstacle or derailment, ZC searches for the logical block block where the train is located by reading the system data logical block (Block) form, and reads the safety protection area corresponding to the Block, as well as the adjacent line logical block list (OBAR_Adjacent_Block_ID_List) and the corresponding safety protection area, and summarizes the safety protection section for activation. ZC notifies the trains in the safety protection area of ​​the line and the affected adjacent lines to apply emergency braking, and ZC calculates MA for trains outside the protection area to prevent them from entering the activation area, and finally realizes the safety protection function. ZC reports the activation status of the safety protection area to TIAS to facilitate the dispatcher to handle the next step.

[0106] The protection area of ​​adjacent lines is calculated in logical areas to avoid taking the entire range between two stations into account. Considering the civil engineering type of the line, in an underground single-hole single-line or an elevated single-line, obstacles detected or derailment on this line will have no impact on the adjacent lines. At this time, if the safety protection of the adjacent line is activated, it will have a greater impact on operations. The impact of adjacent lines is only considered in the case of double lines without safety isolation barriers between adjacent tracks. Therefore, the impact on operations is reduced while ensuring safety.

[0107] Example 2

[0108] This embodiment relates to a safety protection method for passive obstacles in rail transit.

[0109] like Figure 1 , the train detects an obstacle in the logical section (B5) of the up line Track (V_M01), and the tool automatically calculates the implementation process of the corresponding safety protection zone.

[0110] (1) Data production personnel configure the Track list, where V_M01 represents the uplink track and V_M02 represents the downlink track, including:

[0111] ID:1

[0112] Name: V_M01

[0113] Kilometer starting point (V_M01.Kp_Begin)

[0114] Kilometer end point (V_M01.Kp_End)

[0115] ID 2

[0116] Name: V_M02

[0117] Kilometer starting point (V_M02.Kp_Begin)

[0118] Kilometer marker end point (V_M02.Kp_End).

[0119] (2) Data producers configure multiple lines of data to define the track construction section, including:

[0120] ID: 3

[0121] Name: TRC3

[0122] Kilometer starting point (TRC3.Kp_Begin)

[0123] Kilometer end point (TRC3.Kp_End)

[0124] Track_Civil_Type: Dual Underground: Single-hole double track underground

[0125] Secured: false

[0126] Track: Up and down track V_M01

[0127] OBAR_Track_ID_List: Adjacent line track V_M02

[0128] ID: 23

[0129] Name: TRC23

[0130] Kilometer starting point (TRC23.Kp_Begin)

[0131] Kilometer end point (TRC23.Kp_End)

[0132] Track_Civil_Type: Dual Underground: Single-hole double track underground

[0133] Secured: false

[0134] Track: Up and down track V_M02

[0135] OBAR_Track_ID_List: Adjacent line track V_M01

[0136] (3) According to project requirements, the relevant parameters are defined as follows:

[0137] OBAR_Front_Buffer_Distance: defines the train head safety protection distance of 500m;

[0138] OBAR_Rear_Buffer_Distance: safety protection distance of the rear of the train is 50m;

[0139] (4). System data tools automatically calculate blocks and related protection areas

[0140] Calculate the safety protection area of ​​the line corresponding to the up and down directions when train 1 is at B5, such as Figure 2 .

[0141] OBAR_Up_Front_Block_ID_List: (B5, B6, B7, B8, B10)

[0142] OBAR_Up_Rear_Block_ID_List: (B4, B5)

[0143] OBAR_Dn_Front_Block_ID_List: (B2, B3, B4, B5)

[0144] OBAR_Dn_Rear_Block_ID_List: (B5, B6).

[0145] The adjacent line logical segment list OBAR_Adjacent_Block_ID_List of B5 is calculated to be (B24, B25).

[0146] Among them, B24 corresponds to the following safety protection areas:

[0147] OBAR_Up_Front_Block_ID_List: (B24, B25, B26)

[0148] OBAR_Up_Rear_Block_ID_List: (B23, B24)

[0149] OBAR_Dn_Front_Block_ID_List: (B22, B23, B24)

[0150] OBAR_Dn_Rear_Block_ID_List: (B24, B25)

[0151] Similarly, the corresponding safety protection areas of B25 are as follows:

[0152] OBAR_Up_Front_Block_ID_List: (B25, B26, B27)

[0153] OBAR_Up_Rear_Block_ID_List: (B24, B25)

[0154] OBAR_Dn_Front_Block_ID_List: (B23, B24, B25)

[0155] OBAR_Dn_Rear_Block_ID_List: (B25, B26)

[0156] (5) Based on the above information, when Train 1 runs from left to right along the up line track (V_M01) to the logical section (B5) and detects a collision obstacle, ZC notifies the following trains VOBC in the safety protection area to apply emergency braking, and ZC manages the calculation of movement authorization (MA) for trains outside the protection area, so that the train cannot enter the activated protection section.

[0157] Since the train running direction in this embodiment is upward, only the safety protection area corresponding to the train running direction is considered here.

[0158] ZC notifies that the safety protection area includes the following two parts, which are selected based on the train head and running direction as follows:

[0159] For this line, the "safety protection area corresponding to the upward direction of the train head" and the "safety protection area corresponding to the upward direction of the train tail" are specifically:

[0160] OBAR_Up_Front_Block_ID_List: (B5, B6, B7, B8, B10)

[0161] OBAR_Up_Rear_Block_ID_List: (B4, B5)

[0162] For the adjacent line B24, the “safety protection area corresponding to the upward direction of the train head” and the “safety protection area corresponding to the upward direction of the train tail” are as follows:

[0163] OBAR_Up_Front_Block_ID_List: (B24, B25, B26)

[0164] OBAR_Up_Rear_Block_ID_List: (B23, B24)

[0165] For the adjacent line B25, the "safety protection area corresponding to the upward direction of the train head" and the "safety protection area corresponding to the upward direction of the train tail" are calculated as follows:

[0166] OBAR_Up_Front_Block_ID_List: (B25, B26, B27)

[0167] OBAR_Up_Rear_Block_ID_List: (B24, B25) (6) ZC reports the activation status of the safety protection area to TIAS and automatically merges the duplicate areas.

[0168] The safety protection areas corresponding to train 1 (OBAR_Block_ID_List): B4, B5, B6, B7, B8, B10, B23, B24, B25, B26, B27.

[0169] Similarly, the safety protection areas corresponding to other trains on the line track can be calculated.

[0170] The safety protection area is calculated by the system data tool, and ZC can directly read the calculated data. Compared with the calculation based on the real-time speed of the train when it derails, if the train collides with an obstacle, it may cause a certain degree of damage to the train's equipment. The real-time speed of the train collected is lower than the actual speed, which will result in a shorter safety protection distance and create a safety risk.

[0171] Example 3

[0172] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0173] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0174] The processing unit performs the various methods and processes described above. For example, in some embodiments, the method can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of the method described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the method in any other appropriate manner (e.g., by means of firmware).

[0175] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0176] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0177] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0178] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A safety protection method for passive obstacles in rail transit, characterized in that: The method includes: Step S1, defining the safety protection distance between the head and tail of the train; Step S2, calculating the safety protection areas corresponding to the head and tail of the train on the line where the train is located according to the safety protection distances of the head and tail of the train and the running direction of the train; Step S3, calculating the "neighboring line logical section list" of the logical section where the train is located, and calculating the safety protection area corresponding to each logical section in the adjacent line logical section list, wherein the "adjacent line logical section list" is a set of logical sections on the adjacent line track that overlap with the kilometer mark of the logical section where the train is located; Step S4, combining the results of steps S2 and S3, obtaining the safety protection area of ​​the track where the train is located and the adjacent track in the train running direction, and merging the repeated areas to obtain the safety protection area of ​​the track when a passive obstacle is detected; In step S5, the area controller notifies the trains in the safety protection area obtained in step S4 to perform emergency braking, and calculates movement authorization for trains outside the safety protection area to prevent them from entering the activation area.

2. A safety protection method for passive obstacles in rail transit according to claim 1, characterized in that: The method includes defining basic line data, including: Define line track form, which is used to define each up and down line track, including name, kilometer mark starting point and kilometer mark end point; Define the civil engineering track section form, including the civil engineering type corresponding to each track civil engineering section, the track ID of the line where the civil engineering track section is located, the kilometer mark starting point, the kilometer mark end point, "whether the track has a safety isolation barrier with the adjacent track" and the adjacent track list.

3. A safety protection method for passive obstacles in rail transit according to claim 1, characterized in that: The method further includes defining a logical section form, including the line track ID where the logical section is located, the kilometer mark starting point, the kilometer mark end point, the safety protection area on the line track and the list of logical sections on the affected adjacent lines.

4. A safety protection method for passive obstacles in rail transit according to claim 2, characterized in that: The line tracks are divided into different civil engineering track sections according to the civil engineering types, where the civil engineering types include "underground single-hole single-track", "underground single-hole double-track", "elevated single-track", "elevated co-linear bridge area" and "open ground".

5. A safety protection method for passive obstacles in rail transit according to claim 4, characterized in that: When the civil engineering type in the civil engineering track section form is "Underground single-hole single-track" or "Elevated single-track", the corresponding "Whether the track has a safety isolation barrier with adjacent tracks" is True, indicating that there is no safety isolation barrier when a fault occurs, and there will be an impact on the adjacent tracks; when the civil engineering type is "Underground single-hole double-track" or "Elevated co-linear bridge area" or "Open ground", the corresponding "Whether the track has a safety isolation barrier with adjacent tracks" is False, indicating that there is a safety isolation barrier when a fault occurs, and there is no impact on the adjacent tracks.

6. A safety protection method for passive obstacles in rail transit according to claim 1, characterized in that: If there is no safety isolation barrier between the track where the train is located and other tracks, it is necessary to calculate the list of adjacent line logical sections of the logical section where the train is located, and calculate the safety protection area corresponding to each logical section in the adjacent line logical section list.

7. A safety protection method for passive obstacles in rail transit according to claim 1, characterized in that: The safety protection areas corresponding to the head and tail of the train on the line where the train is calculated include: Calculate the safety protection area corresponding to the upward direction of the train head, that is, all logical sections within the safety protection distance range of the train head in the upward direction; Calculate the safety protection area corresponding to the downward direction of the train head, that is, all logical sections within the safety protection distance of the train head in the downward direction; Calculate the safety protection area corresponding to the upward direction of the train tail, that is, all logical sections within the safety protection distance range of the train tail in the upward direction; And calculate the safety protection area corresponding to the downward direction of the rear of the train, that is, all logical sections within the safety protection distance range of the rear of the train in the downward direction.

8. A safety protection method for passive obstacles in rail transit according to claim 7, characterized in that: If there are branches within the safety protection distance range, the safety protection area also includes the logical segments on all branches.

9. A safety protection method for passive obstacles in rail transit according to claim 7, characterized in that: The safety protection area also includes a logical section where the train is located.

10. A safety protection method for passive obstacles in rail transit according to claim 7, characterized in that: The safety protection distance range includes a scenario where the safety protection distance covers part of the logical segment.

11. A safety protection method for passive obstacles in rail transit according to claim 1, characterized in that: The process of calculating the adjacent line logical section list of the logical section where the train is located includes: first, on the line track corresponding to the logical section where the train is located, searching for the civil track section whose kilometer mark range intersects with the logical section where the train is located; then searching the adjacent track list of the civil track section for a set of logical sections whose kilometer marks overlap or partially overlap with the kilometer marks corresponding to the logical section where the train is located, that is, the adjacent line logical section list of the logical section where the train is located.

12. A safety protection method for passive obstacles in rail transit according to claim 1, characterized in that: The process of calculating the safety protection area corresponding to each logical segment in the adjacent line logical segment list includes calculating the corresponding safety protection area for each logical segment in the adjacent line logical segment list, including the safety protection area corresponding to the upward direction of the train head, the safety protection area corresponding to the upward direction of the train tail, the safety protection area corresponding to the downward direction of the train head, and the safety protection area corresponding to the downward direction of the train tail.

13. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 12 is implemented.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 12 is implemented.

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