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

Abstract

The present invention relates to a safety protection method, electronic device, and medium for passive obstacles in rail transit. The method includes: defining a safety protection distance between the head and tail of a train; calculating the safety protection areas corresponding to the head and tail of the train on the line where the train is located based on the safety protection distance between the head and tail of the train and the train's running direction; calculating the "adjacent line logical segment list" of the logical segment where the train is located, and calculating the safety protection area corresponding to each logical segment in the adjacent line logical segment list; obtaining the safety protection areas of the track of the train's line and adjacent lines in the train's running direction, merging the repeated areas to obtain the safety protection area when the track of the line detects a passive obstacle; the area controller notifies the train within the safety protection area to perform emergency braking, and calculates movement authorization for trains outside the safety protection area. Compared with the existing technology, the present invention has the advantages of achieving safety protection for passive obstacles, having a small operational impact, and being safer.

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 opting for fully automated driverless systems. These systems not only improve operational efficiency but also reduce human error, enhancing the passenger experience. However, the safety and security requirements for fully automated driverless systems are becoming increasingly complex, with obstacle detection being particularly important. Existing patents and papers related to signal system functions primarily focus on active obstacle detection, lacking research on passive obstacle detection scenarios, where trains make emergency stops after detecting a collision or derailment. Such collisions can cause damage to the train, threatening the safety of both the train and passengers.

[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 for a track section and adding an area of ​​the derailed train's line according to the determined safety protection distance; searching for and adding an area of ​​the derailed train's adjacent line according to the preset safety distance; the demarcation points of the track section include an axle counting point, an insulating joint and a switch core; the derailed train's line is the line where the train was derailed and the area adjacent to the derailed train. When the line legal direction is identical, the adjacent line of derailed train is the safe operation on derailment impacting this line and the line opposite to the legal direction of the line when derailing;According to derailment information, including:From the tail end position of the train of derailed train, to the opposite direction of the train running direction in the derailment information, the tail end safety protection distance is determined, when the train in the derailment information is derailed, the communication timeout time of running speed and vehicle-mounted control system and area controller is multiplied, and the tail end safety protection distance is obtained;According to the determined safety protection distance, track section is searched and track section is added to the protection area of ​​derailed train main line.This existing patent exists and does not consider 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 provide a safety protection method for passive obstacles in rail transit in order to overcome the defects of the above-mentioned prior art.

[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 method for protecting passive obstacles in rail transit is provided, the method comprising:

[0008] Step S1, defining the safety protection distance between the front and rear 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: Calculate the "neighboring line logical section list" 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, where 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's 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 includes defining basic line data, including:

[0014] Define the line track form, which is used to define each up and down line track, including the 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, where 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 construction type in the civil construction 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 construction type is "underground single-hole double line" 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 safety protection areas corresponding to the head and tail of the train on the line where the train is calculated include:

[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 train tail, that is, all logical sections within the safety protection distance range of the train tail 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 where the safety protection distance covers 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, searching for a civil track section whose kilometer mark range intersects with the logical section where the train is located on the line track corresponding to the logical section where the train is located; then searching 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 in the adjacent track list of the civil track section, 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, comprising 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, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[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 after merging and removing duplicates, obtains the safety protection area when a passive obstacle is detected on the track of the line in the direction of train operation. This fills the gap in passive fault safety protection. After the train detects an obstacle or derailment, the safety protection area is transmitted promptly and accurately, and the area 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 track sections based on the civil engineering type. When the "Is this track separated from the adjacent track by a safety barrier" corresponding to the civil track section is false, the safety protection area of ​​the adjacent track needs to be considered. The safety protection area is based on logical sections, minimizing operational impact while ensuring safety.

[0035] 3) The basic line data used in the present invention is implemented through a definition form, which is simple to configure 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 a train collides with an obstacle, the safety area calculation is not affected by damage to 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, reducing manual input, avoiding human calculation errors, and improving data accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 Schematic diagram of the passive obstacle detection scenario in rail transit according to the present invention;

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

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

[0041] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts 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

[0049] OBAR: Obstacle Avoidance Regions

[0050] TRC: Track_Civil_Section, track civil engineering section

[0051] Dn: Down, down

[0052] Up:Up, up

[0053] Block: logical segment;

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

[0055] In a fully automated, unmanned system, when a vehicle detects a collision with an obstacle or derailment, it immediately triggers emergency braking to stop. The ZC establishes a safety protection zone for vehicle avoidance and notifies trains within the protection zone (VOBC) on the line and the affected adjacent lines to apply emergency braking. Trains outside the protection zone maintain their movement authorization (MA) and are unable to enter the activated protection zone. The smallest unit within a protection zone is a logical segment. The zone controller (ZC) reports the activation status of the protection zone to the TIAS. The central dispatcher can view the situation via CCTV images and organize on-site personnel to handle the situation.

[0056] Example 1

[0057] This embodiment relates to a safety protection method for passive obstacles in rail transit. A system data tool calculates a safety protection zone based on passive obstacle detection scenarios and provides it to the trackside ZC for safety protection, preventing secondary damage to other trains. This method manually defines a small amount of basic line data. The system data tool software then automatically and flexibly calculates the safety protection zone for the train's own line and affected adjacent lines based on project requirements. This includes generating safety protection zone data for both the head and tail of the train in both the up and down directions. Through the unified definition and management of system data, project workload is reduced and 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 track in the system data. The data structure specifically includes:

[0060] ID: definition number;

[0061] Name: defines the name;

[0062] Kp_Begin: starting point of kilometer mark;

[0063] Kp_End: kilometer mark end point.

[0064] 2. Based on the subway line plan document, the data personnel define the Track_Civil_Section (TRC) form in the system data. The system data structure specifically includes:

[0065] ID: definition number;

[0066] Name: defines 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 general 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 of the rear of the train;

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

[0077] ID: definition number;

[0078] Name: defines 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 corresponding to this 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] The method for implementing passive obstacle detection based on the defined basic route data includes the following steps:

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

[0090] Step 2: Create a track civil construction section (TRC) data table in the database and 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 for underground single-hole single-line and elevated single-line, indicating that there is a safety isolation barrier between the up and down line tracks (Track); TRC.Secured = false for underground single-hole double-track, elevated co-linear bridge area and open ground, indicating that in the event of a fault, there is no safety isolation barrier, which will affect the up and down tracks; define the kilometer mark start and end points for each TRC.

[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 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 defined in steps 1 to 3, the system data tool can calculate the safety protection area data corresponding to the train head on the track based on the train head safety protection distance OBAR_Front_Buffer_Distance and the train's running direction (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 within the range of OBAR_Front_Buffer_Distance in the upward direction (even partial coverage). If there are multiple branches within this range, then the blocks on all possible 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 within the range of OBAR_Front_Buffer_Distance in the downward Dn direction (even partial coverage). 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 blocks at the train location need 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 enter the safety protection area.

[0099] Step 5: Based on the data defined in steps 1 to 3, and according to OBAR_Rear_Buffer_Distance and the train's running direction (Up or Dn), calculate the safety protection area data corresponding to the rear of the train on the track, 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. If there are multiple branches within this range, then the blocks on all possible 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 blocks within the range of OBAR_Rear_Buffer_Distance in the downward DN direction (even partial coverage). If there are multiple branches within this range, then the blocks on all possible branches should be included.

[0102] Considering that the location of the train is also within the safety protection range, the blocks at the train location need 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, based on the track (Track) of the train's logical block, the starting kilometer marker (Blocks.Kp_Begin) and ending kilometer marker (Blocks.Kp_End) of the logical block, find the TRC with the same track and an overlapping kilometer marker range. Then, search the OBAR_Track_ID_List of that TRC. Finally, calculate the adjacent logical block list OBAR_Adjacent_Block_ID_List by looking at the overlap between the kilometer marker of the train's block and the kilometer marker of the adjacent track.

[0105] Step 7: Based on system data, when a train detects a collision with an obstacle or derailment, the ZC reads the system data logical block table to find the logical block the train is in. It then reads the safety protection zone corresponding to the block, as well as the adjacent line logical block list (OBAR_Adjacent_Block_ID_List) and the corresponding safety protection zone, aggregates the safety protection zones and activates them. The ZC notifies trains within the safety protection zones on the current line and the affected adjacent lines to apply emergency braking. The ZC also calculates the moving average for trains outside the protection zone, preventing them from entering the activated zone, ultimately achieving safety protection. The ZC reports the safety protection zone activation status to the TIAS to facilitate further processing by dispatchers.

[0106] The protection zones for adjacent lines are calculated using logical zones, avoiding the entire area between two stations. The line's construction type is considered. For single-track underground or single-track elevated lines, an obstacle or derailment detected on one line has no impact on adjacent lines. Activating safety protection on adjacent lines in these situations can significantly impact operations. The impact of adjacent lines is only considered in double-track systems without safety barriers between adjacent tracks. This minimizes operational impact 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, specifically including:

[0111] ID:1

[0112] Name: V_M01

[0113] Kilometer marker starting point (V_M01.Kp_Begin)

[0114] Kilometer marker 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 production personnel configure multiple lines of data to define the track civil engineering section, including:

[0120] ID: 3

[0121] Name: TRC3

[0122] Kilometer Marker Beginning Point (TRC3.Kp_Begin)

[0123] Kilometer marker 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 marker 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 to the rear of the train is 50m;

[0139] (4) System data tools automatically calculate Block 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 as (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 safety protection areas corresponding to 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 upline track (V_M01) and detects a collision obstacle in the logical section (B5), the ZC notifies the following trains VOBC in the safety protection area to apply emergency braking, and the 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 is upward in this embodiment, only the safety protection area corresponding to the train running direction is considered here.

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

[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 specifically:

[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, calculate 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", specifically:

[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 collected real-time speed of the train is lower than the actual speed, resulting in a shorter safety protection distance and posing 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] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via 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 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, and 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 chip (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. Such program code 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 when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

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

[0178] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A safety protection method for passive obstacles in rail transportation, characterized in that: The method includes: Step S1, defining the safety protection distance between the front and rear 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: 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, where the adjacent line logical section list is a set of logical sections on the adjacent line tracks 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's 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; The track is divided into different civil construction track sections according to the civil construction type, wherein the civil construction types include "underground single-hole single track", "underground single-hole double track", "elevated single track", "elevated common line bridge area" and "open ground"; The process of calculating the adjacent line logical section list of the logical section where the train is located includes: first, searching for a civil track section whose kilometer mark range intersects with the logical section where the train is located on the line track corresponding to the logical section where the train is located; then searching 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 in the adjacent track list of the civil track section, that is, the adjacent line logical section list of the logical section where the train is located.

2. A rail transit passive barrier safety protection method according to claim 1, characterized in that: The method includes defining basic line data, including: Define the line track form, which is used to define each up and down line track, including the name, kilometer mark starting point and kilometer mark end point; 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.

3. A rail transit passive barrier safety protection method 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 a list of logical sections on the affected adjacent lines.

4. A rail transit passive barrier safety protection method according to claim 1, characterized in that: If the civil construction type in the civil track section form is "Underground Single Tunnel Single Track" or "Elevated Single Track", the corresponding "Is There a Safety Barrier Between the Track and the Adjacent Track" field is True, indicating that a safety barrier exists in the event of a fault and the adjacent tracks will not be affected. If the civil construction type is "Underground Single Tunnel Double Track" or "Elevated Collinear Bridge Area" or "Open Ground", the corresponding "Is There a Safety Barrier Between the Track and the Adjacent Track" field is False, indicating that there is no safety barrier in the event of a fault and the adjacent tracks will be affected.

5. The safety protection method for rail transit passive obstacles 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.

6. A rail transit passive barrier safety protection method 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 train tail, that is, all logical sections within the safety protection distance range of the train tail in the downward direction.

7. A rail transit passive barrier safety protection method according to claim 6, 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.

8. A rail transit passive barrier safety protection method according to claim 6, characterized in that: The safety protection area also includes a logical section where the train is located.

9. A rail transit passive barrier safety protection method according to claim 6, characterized in that: The safety protection distance range includes scenarios where the safety protection distance covers part of the logical segment.

10. The safety protection method for rail transit passive obstacles 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.

11. 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 10 is implemented.

12. 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 10 is implemented.

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