Railway operation protection method and system based on regional grading

Abstract

The invention discloses a railway operation protection method and system based on region grade division, and relates to the technical field of railway operation protection, and the method comprises the following steps: in response to an operation application, dividing an authorized region and a protection region according to the type of the operation application; constructing a first-level alarm area based on the authorized area and the area speed limit; constructing a second-level alarm area based on the protection area and the line level; constructing a train protection strategy according to the protection area, the first-level alarm area and the second-level alarm area based on the differentiation prompt; and monitoring the position of the operator in real time, and executing a train protection strategy or train dynamic scheduling according to the position of the operator and the train operation information. The method has the beneficial effects that the influence on the operation of trains on other lines is avoided as far as possible on the premise of ensuring the safety of operating personnel.

Description

Technical Field

[0001] The present application relates to the technical field of railway operation protection, and in particular to a railway operation protection method and system based on regional level division. Background Art

[0002] Existing railway construction often uses a window repair method for fixed-frequency operations. This method adjusts the train intervals and schedules in the timetable to clear specific time periods in a fixed area for construction work. For temporary, unplanned emergency repairs, the faulty line is protected by temporarily imposing speed limits on adjacent lines.

[0003] Skylight repairs impose certain limitations on timetable planning. Furthermore, if work cannot be completed within the designated timeframe, workers leave the work area, or unscheduled vehicles intrude, operators lack effective communication with the trains, and workers are unable to obtain effective route information, potentially leading to personal injury. Especially during emergency maintenance, even with temporary speed limits, trains often run at high speeds, failing to effectively guarantee passenger safety. Summary of the Invention

[0004] This application addresses the technical problem in the existing technology that railway operation protection cannot ensure the safety of operators, and provides a railway operation protection method and system based on regional level division. It dynamically divides the authorization area, protection area and alarm area according to the type of operation application, and provides different prompt methods for operators when the train is in different areas. At the same time, it dynamically chooses whether to only issue an alarm prompt or execute train scheduling based on the real-time location of the operator and the train operation information, so as to avoid the impact on the operation of trains on other lines as much as possible while ensuring the safety of the operators.

[0005] In order to achieve the above-mentioned technical objectives, a technical solution provided in this application is a railway operation protection method based on regional level division, comprising the following steps: in response to an operation application, dividing the authorization area and the protection area according to the type of operation application; constructing a first-level alarm area based on the authorization area and the regional speed limit; constructing a second-level alarm area based on the protection area and the line level; constructing a train protection strategy based on the protection area, the first-level alarm area and the second-level alarm area based on differentiated prompts; monitoring the position of the operating personnel in real time, and executing the train protection strategy or dynamic train scheduling according to the position of the operating personnel and the train operation information.

[0006] Furthermore, the division of the authorized area and the protection area according to the operation application type includes: when the operation application type is a fixed operation, the authorized area is divided according to the applied operation scope; when the operation application type is a temporary operation, the authorized area is divided according to the applied train length and the preset reserved distance; when the authorized area belongs to a two-way operating track, the protection area of the adjacent line is set according to the authorized area.

[0007] Furthermore, the division of the authorized area according to the applied train length and the preset reserved distance includes: calculating the preset reserved distance fluctuation value according to the regional speed limit and the real-time line condition; and dividing the authorized area according to the applied train length, the preset reserved distance and the preset reserved distance fluctuation value.

[0008] Furthermore, constructing the secondary alarm area based on the protection area and the line level includes: obtaining the secondary alarm area width based on the protection area width; and selecting and executing the interval segment division strategy or the speed limit division strategy based on the line level to obtain the secondary alarm area length.

[0009] Furthermore, the train protection strategy constructed based on differentiated prompts according to the protection area, the first-level alarm area and the second-level alarm area includes: matching the first alarm prompt according to the protection area; matching the second alarm prompt according to the first-level alarm area; matching the third alarm prompt according to the second-level alarm area.

[0010] Furthermore, executing train protection strategy or train dynamic scheduling based on the operating personnel position and train operation information includes: if the operating personnel position is in the authorized area, executing the train protection strategy based on the train operation information; if the operating personnel position is in the unauthorized area, executing train dynamic scheduling based on the operating personnel position and train operation information.

[0011] Furthermore, the execution of train protection strategy or train dynamic scheduling based on the operating personnel position and train operation information includes: if the operating personnel position is in the authorized area, executing the train protection strategy according to the train operation information; if the operating personnel position is in the unauthorized area, executing the train protection strategy according to the operating personnel position, and calculating the departure time based on the distance between the operating personnel position and the authorized area, and judging whether to execute train dynamic scheduling according to the departure time.

[0012] Furthermore, the execution of train protection strategy or train dynamic scheduling based on the operating personnel position and train operation information includes: if the operating personnel position is in the authorized area, executing the train protection strategy according to the train operation information; if the operating personnel position is in the first-level alarm area and the train operation position is in the first-level alarm area, executing the train protection strategy; if the operating personnel position is in the protection area and the train operation position is in the second-level alarm area, executing the train protection strategy; if the operating personnel does not leave the current area within the preset time after executing the train protection strategy, executing train dynamic scheduling according to the operating personnel position and train operation information.

[0013] Furthermore, the dynamic scheduling of trains according to the operating personnel position and train operation information includes: when the operating personnel position is in the first-level alarm area and the train operation position is in the first-level alarm area, executing train emergency braking; when the operating personnel position is in the protection area and the train operation position is in the second-level alarm area, controlling the train to stop according to the protection area boundary.

[0014] Another technical solution provided by the present application is a railway operation protection system based on regional level division, which is used to implement the method as described above, including: an operation protection terminal for obtaining the real-time location of operating personnel and executing train protection strategies, a train control unit for executing dynamic train scheduling, and a regional division unit for executing regional level division.

[0015] The beneficial effects of this application are: dynamically dividing the authorized area range and the protection area range according to the type of operation application, reducing unnecessary restricted range of the train, and constructing the first-level alarm area and the second-level alarm area according to the authorized range and the protection range respectively, so as to ensure the safety of the operating personnel as much as possible, and judging whether to execute prompts or train scheduling based on the real-time operating personnel position and real-time train operation information, so as to avoid affecting the normal operation of the train as much as possible while ensuring the safety of the operating personnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a flow chart of a railway operation protection method based on regional classification in this application. DETAILED DESCRIPTION

[0017] In order to make the purpose, technical solutions and advantages of this application more clear, the application is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific implementation method described here is only an optimal embodiment of this application, which is only used to explain this application and does not limit the scope of protection of this application. All other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0018] like Figure 1As shown, a railway operation protection method based on regional classification includes the following steps: In response to a work application, divide the authorization area and the protection area according to the type of work application; Construct a first-level alarm area based on the authorized area and regional speed limit; Construct secondary alarm areas based on protection areas and line levels; Building train protection strategies based on differentiated prompts according to protection areas, first-level alarm areas, and second-level alarm areas; Monitor the location of operating personnel in real time, and execute train protection strategies or dynamic train scheduling based on the location of operating personnel and train operation information.

[0019] In this embodiment, the authorization area range and the protection area range are dynamically divided according to the type of operation application to reduce unnecessary restricted range of the train, and the first-level alarm area and the second-level alarm area are constructed according to the authorization range and the protection range respectively to ensure the safety of the operating personnel as much as possible. The execution prompt or train scheduling is determined according to the real-time operating personnel position and real-time train operation information, so as to avoid affecting the normal operation of the train as much as possible while ensuring the safety of the operating personnel.

[0020] Specifically, the authorized areas and protection areas are divided according to the type of work application, including: When the job application type is fixed job, the authorized area is divided according to the application scope; When the operation application type is temporary operation, the authorized area is divided according to the length of the applied train and the preset reserved distance; When the authorized area belongs to a two-way operating track, the protection area of the adjacent line is set according to the authorized area.

[0021] The authorized area is rationally planned based on the type of work application. When the work application type is a fixed work, such as skylight repair, since fixed work usually has a clear work scope and time schedule, the work scope of the application is used as the authorized area. When the work application type is a temporary work, such as emergency repair, since temporary work is sudden and uncertain, the authorized area is divided according to the length of the train application and the preset reserved distance. The preset reserved distance is the distance reserved before and after the front and rear of the train to avoid collisions caused by slight scheduling errors. At the same time, when the authorized area belongs to a two-way operating track, in order to avoid hazards caused by vehicles running on the adjacent line during the operation, the part of the adjacent line corresponding to the authorized area is used as a protection area to further improve safety.

[0022] The authorized areas are divided according to the length of the train applied for and the preset reserved distance, including: Calculate the preset reserved distance fluctuation value based on the regional speed limit and real-time line conditions; The authorized area is divided according to the applied train length, the preset reserved distance and the preset reserved distance fluctuation value.

[0023] In this embodiment, the preset reserved distance is 20m. In other embodiments, the preset reserved distance can also be calculated based on actual operating errors or actual train collision effects. The preset reserved distance fluctuation value is calculated based on the regional speed limit and the actual line conditions. For example, the train braking distance is calculated based on the current line operating speed, and the braking impact distance is calculated based on the current line weather conditions. The train braking distance and the braking impact distance are used as the preset reserved distance fluctuation value. In this case, the length of the authorized area is the sum of the length of the applying train, the preset reserved distance, and the preset reserved distance fluctuation value. This ensures that even if another train begins to decelerate after entering the authorized area, it will not collide with the applying train, ensuring the safety of workers in the authorized area. It is understandable that the actual line state can also be the density of trains running on the line. For example, when the density of trains running on the line is high, the preset reserved distance fluctuation value is increased to provide a certain buffer distance for subsequent trains to avoid the possibility of collision caused by braking delays.

[0024] The first-level alarm area based on the authorized area and regional speed limit includes: Get the first-level alarm area width based on the authorized area width; The length of the first-level alarm area is obtained based on the regional speed limit and train braking information.

[0025] The width of the authorized area is determined based on the requested operating range for fixed operations. For temporary operations, it's calculated based on the regional speed limit and negative pressure attraction. When a high-speed train passes through, it creates a pressure difference and a negative pressure attraction effect. Therefore, the potential negative pressure attraction effect is calculated based on the regional speed limit and the type of trains on adjacent lines. This serves as the basis for dividing the authorized area width, minimizing safety risks posed by negative pressure attraction when operators operate within the authorized area.

[0026] The train braking information includes at least the train emergency braking force. The length required for the train to apply emergency braking to the boundary of the authorized area is calculated based on the regional speed limit, and this is used as the length of the first-level alarm area.

[0027] In some cases, the Level 1 Alarm Zone length also includes a Level 1 Alarm Reserve Length. In this case, the Level 1 Alarm Zone length is the sum of the length required for the train to apply emergency braking to the authorized zone boundary, calculated based on the regional speed limit, and the Level 1 Alarm Reserve Length. In this embodiment, the Level 1 Alarm Reserve Length is 5 meters. In other cases, the Level 1 Alarm Reserve Length can also be calculated based on the braking error.

[0028] The range of the first-level alarm area is obtained by the width and length of the first-level alarm area, and the direction of train travel is used as the reference for the front and rear. The first-level alarm area is divided according to the range of the first-level alarm area in front and behind the authorized area.

[0029] The secondary alarm areas based on protection areas and line levels include: Get the secondary alarm area width based on the protection area width; Based on the line level, the interval segment division strategy or the speed limit division strategy is selected to obtain the length of the secondary alarm area.

[0030] Similarly, the width of the protection area can be calculated based on the total width of the railway and the width of the authorized area. The part excluding the width of the authorized area can be included in the width of the protection area to further ensure the safety of the operating personnel.

[0031] Based on the route level, the interval segment division strategy or speed limit division strategy is selected to obtain the length of the secondary alarm area, including: If the line level is less than or equal to the preset level threshold, the length of the secondary alarm area is obtained based on the length of the interval section; If the line level is greater than the preset level threshold, the length of the secondary alarm area is obtained based on the area information and train information.

[0032] In this embodiment, the preset threshold level is C2. On lines C2 and below, due to the relatively low train speeds, the length of the section or segment is used as the secondary alarm zone length to reduce management complexity. Furthermore, since lines C2 and below have relatively basic technical equipment, i.e., only basic safety redundancy, and safety measures rely more heavily on physical isolation and manual management, using the section or segment length as the secondary alarm zone length ensures safety redundancy in the worst-case scenario. On lines C2 and above, train speeds have increased significantly, and technical equipment supports more accurate speed monitoring and real-time adjustment. Therefore, the secondary alarm zone length is determined based on the section speed limit and train braking information. This can be dynamically determined in real time based on factors such as train speed, line curvature, and weather conditions to adapt to actual protection needs and reduce restrictions on adjacent lines. In this embodiment, regional information includes at least regional speed limit, regional line curvature, and regional weather conditions, and train information includes at least train emergency braking force.

[0033] The range of the secondary alarm area is obtained by the width and length of the secondary alarm area. The direction of train travel is used as the reference for the front and rear, and the secondary alarm area is divided according to the range of the secondary alarm area in front and behind the protection area.

[0034] The train protection strategy based on differentiated prompts and protection areas, first-level alarm areas, and second-level alarm areas includes: Match the first alarm prompt according to the protection area; Match the second alarm prompt according to the first alarm area; Match the third alarm prompt according to the secondary alarm area.

[0035] The first, second, and third alarm prompts may differ in at least one of the following: For example, different frequencies of buzzer alarms may be set, so that the frequencies of the first, second, and third alarm prompts are different; or voice announcements may be used, with the first alarm prompt indicating a train passing the adjacent line, the second alarm prompt indicating a level 1 approaching train, and the third alarm prompt indicating a level 2 approaching train. This will alert operators to the approaching train and the train's current location, and encourage them to pay attention to operational safety.

[0036] In some cases, executing train protection strategies or dynamic train scheduling based on operator location and train operation information includes: If the operator is in the authorized area, the train protection strategy will be executed according to the train operation information; If the operator's location is in an unauthorized area, dynamic train scheduling will be performed based on the operator's location and train operation information.

[0037] At this time, the train operation information includes at least the train speed and the train position. When the operator is in the authorized area, a corresponding alarm prompt is given according to the protection area, the first-level alarm area or the second-level alarm area where the train is located. When the operator is not in the authorized area, that is, in the protection area, the first-level alarm area or the second-level alarm area, the train is controlled to slow down or brake to stop according to the train position and the train speed to ensure the safety of the operator. It is understandable that there are usually multiple operators. When any operator is in an unauthorized area, dynamic train scheduling is performed according to the operator's position and train operation information, and the train protection strategy is executed according to the train operation information to prompt the operator who is still in the authorized area.

[0038] In other cases, executing train protection strategies or dynamic train scheduling based on operator location and train operation information includes: If the operator is in the authorized area, the train protection strategy will be executed according to the train operation information; If the operator's location is in an unauthorized area, the train protection strategy is executed according to the operator's location, and the departure time is calculated based on the distance between the operator's location and the authorized area. The departure time is used to determine whether to execute dynamic train scheduling.

[0039] In this embodiment, when an operator is in an unauthorized area, an alarm prompt corresponding to the operator's location is executed. For example, when an operator is in a protected area, a level 1 alarm is issued to remind the operator to leave. It is understood that in order to further enable operators to distinguish between alarms generated by operators jumping out of the authorized area and alarms generated by train approaching, the train protection strategy includes a first alarm prompt corresponding to the presence of a person, a first alarm prompt corresponding to the approach of a train, a second alarm prompt corresponding to the presence of a person, a second alarm prompt corresponding to the approach of a train, a third alarm prompt corresponding to the presence of a person, and a third alarm prompt corresponding to the approach of a train.

[0040] The departure time is calculated based on the distance between the operator's location and the authorized area, and whether to execute dynamic train scheduling is determined based on whether the departure time is less than the time it takes for the train to arrive at the operator's area. If the departure time is less than the time it takes for the train to arrive at the operator's area, dynamic train scheduling will not be executed. If the departure time is greater than or equal to the time it takes for the train to arrive at the operator's area, dynamic train scheduling will be executed, thereby ensuring the safety of the operator and avoiding affecting the normal operation of other trains as much as possible. Of course, in order to avoid dangerous situations caused by the operator not actively leaving or being unable to leave, the necessary time node for dynamic train scheduling is calculated based on the time it takes for the train to brake and arrive at the operator's area. When the necessary time node for dynamic train scheduling is reached and the operator has not left, dynamic train scheduling will be executed immediately to ensure the safety of the operator.

[0041] In another embodiment, executing a train protection strategy or a train dynamic scheduling according to the operator's location and train operation information includes: If the operator is in the authorized area, the train protection strategy will be executed according to the train operation information; If the operator is in the first-level alarm area and the train is in the first-level alarm area, the train protection strategy will be implemented; if the operator is in the protection area and the train is in the second-level alarm area, the train protection strategy will be implemented; If the operator does not leave the current area within the preset time after executing the train protection strategy, dynamic train scheduling will be performed based on the operator's location and train operation information.

[0042] In this embodiment, the preset time is 5 seconds. In other embodiments, the preset time can be set according to the time required for train scheduling. When an operator jumps out of the authorized area and enters the first-level alarm area, and the train's running position is in the first-level alarm area, an alarm prompt is issued. If the operator does not leave for more than 5 seconds, dynamic train scheduling is performed. When an operator jumps out of the authorized area and enters the protection area, and the train's running position is in the second-level alarm area, an alarm prompt is issued. If the operator does not leave for more than 5 seconds, dynamic train scheduling is performed. In other cases, when an operator just enters an unauthorized area, an alarm prompt is immediately issued.

[0043] Dynamic train dispatching based on operator location and train operation information includes: When the operator's position is in the first-level alarm area and the train's running position is in the first-level alarm area, the train emergency braking is performed; when the operator's position is in the protection area and the train's running position is in the second-level alarm area, the train is controlled to stop according to the protection area boundary.

[0044] When the operator is in the Level 1 alarm zone and the train is running in the Level 1 alarm zone, the train is controlled to perform emergency braking to ensure the operator's safety. When the operator is in the protection zone and the train is running in the Level 2 alarm zone, the protection zone boundary closest to the train is used as the stopping target, so that the train stops before entering the protection zone, reducing the impact of emergency braking on the train.

[0045] In special circumstances, when an operator enters the alarm area and does not leave for more than 3 seconds, immediately notify the dispatcher and construction management personnel, and reduce speed in both directions in the corresponding section until the operator leaves.

[0046] As the second embodiment of the present application, a railway operation protection system based on regional level division includes: an operation protection terminal for obtaining the real-time location of operating personnel and executing train protection strategies, a train control unit for executing dynamic train scheduling, and a regional division unit for executing regional level division.

[0047] Among them, the operation protection terminal includes at least GPS / Beidou and an alarm device. The train control unit includes TSRS (temporary speed limit server system), RBC (computer control system based on wireless communication), and CTC (dispatching centralized system). TSRS is used to set speed limit information for the train, and RBC is used to perform driving protection in the section. If the operator jumps out of the authorized area and enters the first-level alarm area, the operation protection terminal will immediately remind the operator. If he does not leave for more than 5 seconds and there is a train heading towards the authorized area in the corresponding first-level alarm area, an emergency braking command will be issued to the on-board protection system through CTC. When the operator jumps out of the authorized area and enters the protection area, the operation protection terminal will immediately remind the operator. If he does not leave for more than 5 seconds and there is a train heading towards the protection area in the second-level alarm area, RBC will use the intersection of the same-direction protection area and the second-level alarm area as the protection point and issue a protection command to stop before entering the protection area.

[0048] The specific implementation method described above is a preferred implementation method of the railway operation protection method and system based on regional level division of the present application, and is not intended to limit the specific implementation scope of the present application. The scope of the present application includes but is not limited to the specific implementation method. Any equivalent changes made in accordance with the shape and structure of the present application are within the scope of protection of the present application.

Claims

1. A railway operation protection method based on regional classification, characterized by: The steps include: In response to a work application, divide the authorization area and the protection area according to the type of work application; Construct a first-level alarm area based on the authorized area and regional speed limit; Construct secondary alarm areas based on protection areas and line levels; Building train protection strategies based on differentiated prompts according to protection areas, first-level alarm areas, and second-level alarm areas; Monitor the location of operating personnel in real time, and execute train protection strategies or dynamic train scheduling based on the location of operating personnel and train operation information.

2. The railway operation protection method based on regional classification according to claim 1, characterized in that: The division of authorization areas and protection areas according to the type of work application includes: When the job application type is fixed job, the authorized area is divided according to the application scope; When the operation application type is temporary operation, the authorized area is divided according to the length of the applied train and the preset reserved distance; When the authorized area belongs to a two-way operating track, the protection area of the adjacent line is set according to the authorized area.

3. The railway operation protection method based on regional classification according to claim 2, characterized in that: The division of the authorized area according to the applied train length and the preset reserved distance includes: Calculate the preset reserved distance fluctuation value based on the regional speed limit and real-time line conditions; The authorized area is divided according to the applied train length, the preset reserved distance and the preset reserved distance fluctuation value.

4. The railway operation protection method based on regional classification according to claim 1, characterized in that: The construction of the secondary alarm area based on the protection area and the line level includes: Get the secondary alarm area width based on the protection area width; Based on the line level, the interval segment division strategy or the speed limit division strategy is selected to obtain the length of the secondary alarm area.

5. The railway operation protection method based on regional classification according to claim 1, characterized in that: The constructing of a train protection strategy based on the protection area, the first level alarm area, and the second level alarm area based on the differentiated prompts includes: matching the first alarm prompt according to the protection area; Match the second alarm prompt according to the first alarm area; Match the third alarm prompt according to the secondary alarm area.

6. The railway operation protection method based on regional classification according to claim 1, characterized in that: Executing train protection strategies or dynamic train scheduling based on operator location and train operation information includes: If the operator is in the authorized area, the train protection strategy will be executed according to the train operation information; If the operator's location is in an unauthorized area, dynamic train scheduling will be performed based on the operator's location and train operation information.

7. The railway operation protection method based on regional classification according to claim 1, characterized in that: The execution of the train protection strategy or train dynamic scheduling according to the operator's location and train operation information includes: If the operator is in the authorized area, the train protection strategy will be executed according to the train operation information; If the operator's location is in an unauthorized area, the train protection strategy is executed according to the operator's location, and the departure time is calculated based on the distance between the operator's location and the authorized area. The departure time is used to determine whether to execute dynamic train scheduling.

8. The railway operation protection method based on regional classification according to claim 1, characterized in that: The execution of the train protection strategy or train dynamic scheduling according to the operator's location and train operation information includes: If the operator is in the authorized area, the train protection strategy will be executed according to the train operation information; If the operator is in the first-level alarm area and the train is in the first-level alarm area, the train protection strategy will be implemented; if the operator is in the protection area and the train is in the second-level alarm area, the train protection strategy will be implemented; If the operator does not leave the current area within the preset time after executing the train protection strategy, dynamic train scheduling will be performed based on the operator's location and train operation information.

9. The railway operation protection method based on regional classification according to claim 1, characterized in that: The dynamic train dispatching according to the operator's location and train operation information includes: When the operator's position is in the first-level alarm area and the train's running position is in the first-level alarm area, the train emergency braking is performed; when the operator's position is in the protection area and the train's running position is in the second-level alarm area, the train is controlled to stop according to the protection area boundary.

10. A railway operation protection system based on regional classification, used to implement the method according to any one of claims 1 to 9, characterized in that: include: An operation protection terminal for obtaining the real-time location of operating personnel and executing train protection strategies, a train control unit for executing dynamic train scheduling, and an area division unit for executing area level division.

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