A railway safety management system and method based on BeiDou positioning

Abstract

This application provides a railway safety management system and method based on BeiDou positioning, relating to the field of safety monitoring technology. It solves the technical problem that existing railway safety management systems, due to the comprehensive data analysis, waste a large amount of computing power, thus reducing the efficiency of railway safety management. The method includes: acquiring first positioning information of each carriage of a train; the first positioning information is the carriage positioning; dividing the area in front of the train into several warning zones based on the first positioning information; acquiring several second positioning information of the track in each warning zone; the second positioning information is the positioning of a positioning point on the track; generating a regional anomaly score for each warning zone based on the second positioning information; and generating a warning signal based on the regional anomaly score. This application is used for safety monitoring and early warning during train operation; it significantly reduces the waste of computing power, thereby improving the efficiency of railway safety management.

Description

Technical Field

[0001] This application belongs to the field of railway safety monitoring technology, specifically a railway safety management system and method based on Beidou positioning. Background Technology

[0002] The BeiDou Navigation Satellite System is a globally distributed satellite navigation system independently developed and operated by China. It is a crucial national space infrastructure providing all-weather, all-time, high-precision positioning, navigation, and timing services to users worldwide. As a vital national infrastructure and the main artery of the national economy, railway safety is of paramount importance. Currently, with the continuous expansion of my country's railway network, the large-scale commissioning of high-speed rail, the significant increase in the number of trains, especially high-speed trains, and the increasingly complex natural and security environment, the risks to transportation safety are constantly increasing, urgently requiring technological innovation in the safety field. Actively promoting the application of the BeiDou Navigation Satellite System in the railway sector, fully leveraging its technological advantages in positioning, communication, and high-precision measurement, aligns with national development strategies and safety requirements. It is of great significance for improving the railway technology system, promoting railway technology development, and enhancing the strategic security of railway transportation. Furthermore, it can provide more representative application data for the optimization and improvement of the BeiDou Navigation Satellite System.

[0003] Existing BeiDou-based railway safety management systems monitor terrain changes along the entire railway line, promptly reporting geological problems and issuing alarms to prevent train accidents in the area. Currently, the total length of railway tracks in China has exceeded 160,000 kilometers. Real-time analysis of all or entire lines generates a massive amount of data. Furthermore, performing unified analysis on abandoned or infrequently used tracks obviously wastes significant computing power, thus reducing the efficiency of using BeiDou for railway safety management. Therefore, a BeiDou-based railway safety management system and method are needed. Summary of the Invention

[0004] This application provides a railway safety management system and method based on BeiDou positioning, which solves the technical problem that the existing railway safety management system wastes a lot of computing power due to the full coverage of data analysis, thus reducing the efficiency of railway safety management.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] Firstly, a railway safety management method based on BeiDou positioning is provided, including:

[0007] Obtain the first positioning information of each carriage of the train; the first positioning information is the carriage positioning.

[0008] Based on the first positioning information, the area in front of the train is divided into several warning zones.

[0009] Obtain several second positioning information points of the track in each warning area; the second positioning information is the positioning of the positioning points on the track;

[0010] A regional anomaly score for each warning area is generated based on several secondary location information of each warning area.

[0011] Early warning signals are generated based on regional anomaly scores.

[0012] Based on the above technical solution, in the railway safety management method based on Beidou positioning provided in this application, the positioning information of each carriage of the train is obtained, the speed of the carriage is analyzed based on the positioning information of the carriage, and then the current operating status of the train is analyzed; an early warning zone is set around the train based on the operating status of the train, the positioning information of the positioning points in the early warning zone is obtained, the geological changes in the early warning zone are analyzed based on the positioning information, and corresponding early warnings are issued; by issuing early warnings for the geological environment around the running train, the waste of computing power is greatly reduced, and by setting the range of the early warning zone based on the operating status of the train, safety management becomes more targeted, thereby improving the efficiency of railway safety management.

[0013] In conjunction with the first aspect above, in one possible implementation, the area in front of the train is divided based on various first positioning information to obtain several warning areas, including:

[0014] Obtain the first positioning information of each carriage at several consecutive different times;

[0015] A positioning matrix group is constructed based on several of the first positioning information; the positioning matrix group includes a longitude matrix, a latitude matrix, and an altitude matrix; each element in the longitude matrix represents the longitude value of the corresponding carriage at a corresponding time, each element in the latitude matrix represents the latitude value of the corresponding carriage at a corresponding time, and each element in the altitude matrix represents the altitude value of the corresponding carriage at a corresponding time.

[0016] A velocity matrix is ​​constructed based on the longitude, latitude, and altitude matrices in the positioning matrix group; each element in the velocity matrix represents the instantaneous velocity value of the corresponding carriage at the corresponding moment.

[0017] The train's operating score is generated based on the speed matrix, and a warning zone is delineated based on the operating score.

[0018] In conjunction with the first aspect above, in one possible implementation, the positioning matrix group is constructed based on several first positioning information; constructed in the following manner:

[0019] Obtain the information of each carriage of the train, and sort the first positioning information of each carriage in the direction of the train's movement from the first carriage to the last carriage to obtain the carriage number.

[0020] The first positioning information of each carriage at different times is obtained in the order of the numbers. Starting from the current time, the first positioning information is sorted according to the order of the time when the first positioning information was collected to obtain the time number.

[0021] Extract the longitude, latitude, and altitude values ​​from each of the first positioning information, and obtain the carriage number and time number corresponding to the first positioning information to which each longitude, latitude, and altitude value belongs;

[0022] A longitude matrix is ​​constructed based on each longitude value and its corresponding carriage number and time slot number; a latitude matrix is ​​constructed based on each latitude value and its corresponding carriage number and time slot number; an altitude matrix is ​​constructed based on each altitude value and its corresponding carriage number and time slot number.

[0023] The longitude matrix, latitude matrix, and altitude matrix are integrated into a positioning matrix group.

[0024] In conjunction with the first aspect above, in one possible implementation, the velocity matrix is ​​constructed based on the longitude matrix, latitude matrix, and altitude matrix in the positioning matrix group, including:

[0025] The longitude, latitude, and altitude values ​​are converted to a three-dimensional Cartesian coordinate system to obtain the corresponding X, Y, and Z values. The longitude, latitude, and altitude matrices are then transformed into X, Y, and Z matrices, respectively. Using the X, Y, and Z matrices and the Euclidean distance calculation formula, a distance matrix is ​​obtained. The elements in the distance matrix represent the distance traveled by the corresponding carriage at the current time compared to the previous time.

[0026] Obtain the time interval between adjacent moments, and construct a velocity matrix based on the distance matrix and the time interval.

[0027] In conjunction with the first aspect above, in one possible implementation, generating the train's operating score based on the speed matrix includes:

[0028] Obtain each element Vij in the speed matrix; where i is the carriage number, and i = 1, 2, ..., N; N is the total number of carriages, and when i equals 1, the corresponding carriage is the locomotive; j is the time number, and j = 1, 2, ..., M; M is the total number of times to obtain, and when j equals 1, it is the current time;

[0029] Through the formula:

[0030]

[0031] The running score YP is calculated; where DV is the set unit speed difference; τj is the time weight coefficient corresponding to the speed at time j; since the data closer to the current time is more reliable, in this embodiment, the smaller the time number of the time weight coefficient, the greater its corresponding weight, and the specific value is set according to expert experience; in one feasible way, τj=(Jj) / J; where J=∑(j), j=1,2,…,M; αi is the position weight coefficient corresponding to the carriage number i; since the closer the carriage is to the locomotive, the greater its influence on the locomotive in terms of turning or speed, in this embodiment, the smaller the carriage number corresponding to the position weight coefficient, the greater its corresponding weight, and the specific value is set according to expert experience; in one feasible way, αi=(Ii) / I; where I=∑(i), i=1,2,…,N-1.

[0032] In conjunction with the first aspect above, in one possible implementation, the warning area is delineated based on the operational score, including:

[0033] Acquire meteorological data within a set time period, wherein the meteorological data is the meteorological data of the train's travel section within the set time period, input the meteorological data into the transmission impact assessment model, and obtain the corresponding transmission impact score;

[0034] The transmission impact score and the operation score are substituted into the set benchmark radius generation function to obtain the corresponding benchmark radius, which is the radius corresponding to the first warning area of ​​the train.

[0035] The area defined by taking the train head as the center and the reference radius as the radius is designated as the first warning area; the first warning area is the area adjacent to the train;

[0036] The area outside the first warning zone, defined by a radius of K1 times the reference radius with the train head as the center, is designated as the second warning zone.

[0037] The area defined by the train head as the center and a radius of K2 times the reference radius, excluding the first and second warning areas, is designated as the third warning area; where K1 and K2 are positive numbers greater than 1.

[0038] The warning areas include a first warning area, a second warning area, and a third warning area.

[0039] In conjunction with the first aspect above, in one possible implementation, the transmission impact assessment model satisfies the following training process;

[0040] Acquire several meteorological data and their corresponding transmission impact scores; integrate the various meteorological data and transmission impact scores into several sets of training data and test data;

[0041] The artificial intelligence model is trained using training data; the trained artificial intelligence model is tested using test data; the final result is meteorological data as input and transmission impact score corresponding to the meteorological data as output; the artificial intelligence model includes a BP neural network model and an RBF neural network model.

[0042] In conjunction with the first aspect above, in one possible implementation, the regional anomaly score for each early warning area is generated based on several second location information of each early warning area, including:

[0043] Obtain each location point in the first warning area; assign the location points located in the direction of train travel to the first forward location group; assign the location points located behind the train to the first rear location group;

[0044] Obtain each location point in the second warning area; assign the location points located in the direction of train movement to the second forward location group; assign the location points located behind the train to the second rear location group;

[0045] Obtain the location points in the third warning area; assign the location points located in the direction of train movement to the third forward location group; assign the location points located behind the train to the third rear location group.

[0046] In the order of the first front positioning group, the first rear positioning group, the second front positioning group, the second rear positioning group, the third front positioning group, and the third rear positioning group;

[0047] Sequentially obtain the current second positioning information and initial positioning information of each positioning point in the positioning group; generate the corresponding regional anomaly score for the positioning group based on the second positioning information and initial positioning information;

[0048] The positioning group includes a first front positioning group, a first rear positioning group, a second front positioning group, a second rear positioning group, a third front positioning group, and a third rear positioning group.

[0049] In conjunction with the first aspect above, in one possible implementation, generating the regional anomaly score for the corresponding location group based on the second location information and the initial location information includes:

[0050] Obtain the current second positioning information and initial positioning information of each positioning point in the positioning group; extract the longitude, latitude, and altitude values ​​from the second positioning information and initial positioning information of the positioning points; calculate the distance between the current positioning and the initial positioning of the corresponding positioning point based on the longitude, latitude, and altitude values ​​from the second positioning information and initial positioning information; mark the distance as the offset distance; thereby obtaining the offset distance of each positioning point.

[0051] Determine whether the offset distance is greater than a set offset threshold; if yes, mark the positioning point as an abnormal positioning point; if no, mark the positioning point as a normal positioning point.

[0052] Obtain the total number of abnormal location points and the number of the longest consecutive abnormal location points in the forward location group, as well as the total number of location points; calculate the ratio of the total number of abnormal location points to the total number of location points (ratio 1) and the ratio of the number of the longest consecutive abnormal location points to the total number of location points (ratio 2); and mark the sum of ratio 1 and ratio 2 as the regional anomaly score.

[0053] In conjunction with the first aspect above, in one possible implementation, generating the early warning signal based on a regional anomaly score includes:

[0054] Obtain the area anomaly scores corresponding to the first forward positioning group and the first rear positioning group in the first warning area;

[0055] When the anomaly scores of the areas corresponding to the first forward positioning group and the first rear positioning group are both greater than the set anomaly score threshold, a first comprehensive anomaly warning is generated.

[0056] When only the area corresponding to the first forward positioning group has an abnormal score greater than the set abnormal score threshold, a first forward abnormal warning is generated.

[0057] When only the area corresponding to the first rear positioning group has an anomaly score greater than the set anomaly score threshold, a first rear anomaly warning is generated.

[0058] The system sequentially generates the second comprehensive anomaly warning, the second forward anomaly warning, the second rear anomaly warning, the third comprehensive anomaly warning, the third forward anomaly warning, and the third rear anomaly warning.

[0059] Secondly, a railway safety management device based on BeiDou positioning is provided, comprising: a communication unit and a processing unit; the communication unit is used to collect relevant positioning information, including first positioning information and second positioning information; and to send early warning signals; the processing unit is used to divide the area in front of the train into several early warning areas based on each first positioning information; to generate regional anomaly scores for each early warning area based on several second positioning information of each early warning area; and to generate early warning signals based on the regional anomaly scores.

[0060] Thirdly, this application provides a railway safety management device based on BeiDou positioning, comprising: a processor and a storage medium; the storage medium includes instructions, and the processor is used to execute the instructions to implement the methods described in the first aspect and any possible implementation thereof. This BeiDou-based railway safety management device can be an electronic device or a chip within an electronic device.

[0061] Fourthly, this application provides a railway safety management system based on BeiDou positioning, including: a data acquisition module, a data processing module, an early warning module, and a database;

[0062] The data acquisition module acquires the first positioning information of each carriage of the train and the second positioning information of each positioning point on the track.

[0063] The data processing module: divides the area in front of the train into several warning areas based on the first positioning information; generates a regional anomaly score for each warning area based on several second positioning information of each warning area; and generates a warning signal based on the regional anomaly score.

[0064] The early warning module: issues early warning signals, including audible and visual warnings and visual warnings;

[0065] The database is used to store the data collected or generated in this application.

[0066] Fifthly, this application provides a computer-readable storage medium storing instructions that, when executed on a BeiDou-based railway safety management device, cause the BeiDou-based railway safety management device to perform the methods described in the first aspect and any possible implementation thereof.

[0067] Sixthly, this application provides a computer program product containing instructions that, when the computer program product is run on a BeiDou-based railway safety management device, causes the BeiDou-based railway safety management device to perform the methods described in the first aspect and any possible implementation thereof.

[0068] This application provides a railway safety management method and device based on BeiDou positioning. It can acquire the positioning information of each train carriage, analyze the carriage speed based on the positioning information, and then analyze the current operating status of the train. Based on the train's operating status, it sets up a warning zone around the train, acquires the positioning information of the points within the warning zone, analyzes the geological changes in the warning zone based on the positioning information, and issues corresponding warnings. By providing warnings for the geological environment surrounding the operating train, it significantly reduces the waste of computing power. Furthermore, by setting the scope of the warning zone based on the train's operating status, safety management becomes more targeted, thereby improving the efficiency of railway safety management.

[0069] It should be understood that the descriptions of technical features, technical solutions, beneficial effects, or similar language in this application do not imply that all features and advantages can be achieved in any single embodiment. Rather, it is understood that the description of a feature or beneficial effect means that a specific technical feature, technical solution, or beneficial effect is included in at least one embodiment. Therefore, the descriptions of technical features, technical solutions, or beneficial effects in this specification do not necessarily refer to the same embodiment. Furthermore, the technical features, technical solutions, and beneficial effects described in this embodiment can be combined in any suitable manner. Those skilled in the art will understand that embodiments can be implemented without one or more specific technical features, technical solutions, or beneficial effects of a particular embodiment. In other embodiments, additional technical features and beneficial effects may be identified in specific embodiments that do not embody all embodiments. Attached Figure Description

[0070] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0071] Figure 1 This is a schematic diagram illustrating the steps of the railway safety management method based on BeiDou positioning in this application;

[0072] Figure 2 This is a schematic diagram of the module connections of the railway safety management system based on BeiDou positioning in this application. Detailed Implementation

[0073] The technical solutions of this application will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0074] Please see Figure 1 The first aspect of this application provides a railway safety management method based on BeiDou positioning, including: obtaining first positioning information of each carriage of a train; the first positioning information is the carriage positioning; in some implementations, the first positioning information is the carriage positioning obtained by BeiDou positioning equipment or BeiDou positioning system installed in each carriage of the train.

[0075] Based on the first positioning information, the area in front of the train is divided into several warning areas; the warning area is the area around the train.

[0076] Acquire several second positioning information of the track in each early warning area; the second positioning information is the positioning of the positioning point on the track; in some implementations, the second positioning information is the positioning obtained by Beidou positioning equipment or Beidou positioning system set on or beside the track positioning point;

[0077] An anomaly score for each warning area is generated based on several second location information of each warning area; the anomaly score is the anomaly situation of the area generated based on the position changes of each location point in the corresponding warning area; and a warning signal is generated based on the anomaly score.

[0078] It should be noted that this application can be used for safety management and early warning when the train is in operation or when the train is stationary, but it is generally used for safety management and early warning when the train is in operation.

[0079] In this embodiment, the positioning information of each carriage of the train is obtained, and the speed of the carriage is analyzed based on the positioning information to analyze the current operating status of the train. A warning zone is set around the train based on the operating status, the positioning information of the points within the warning zone is obtained, and the geological changes in the warning zone are analyzed based on the positioning information to issue corresponding warnings. By issuing warnings for the geological environment around the operating train, the waste of computing power is greatly reduced. Furthermore, by setting the range of the warning zone based on the train's operating status, safety management becomes more targeted, thereby improving the efficiency of railway safety management.

[0080] The area in front of the train is divided into several warning areas based on the first positioning information, including: obtaining several consecutive first positioning information of each carriage at different times.

[0081] A positioning matrix group is constructed based on several of the first positioning information; the positioning matrix group includes a longitude matrix, a latitude matrix, and an altitude matrix; each element in the longitude matrix represents the longitude value of the corresponding carriage at the corresponding time, each element in the latitude matrix represents the latitude value of the corresponding carriage at the corresponding time, and each element in the altitude matrix represents the altitude value of the corresponding carriage at the corresponding time.

[0082] A velocity matrix is ​​constructed based on the longitude, latitude, and altitude matrices in the positioning matrix group; each element in the velocity matrix represents the instantaneous velocity value of the corresponding carriage at the corresponding moment.

[0083] The train's operating score is generated based on the speed matrix, and a warning zone is delineated based on the operating score.

[0084] The positioning matrix group is constructed based on several first positioning information; it is constructed in the following way: each carriage of the train is obtained, and the first positioning information of each carriage is sorted in the order from the first carriage to the last carriage in the direction of the train's movement to obtain the carriage number;

[0085] The first positioning information of each carriage at different times is obtained in the order of the numbers. Starting from the current time, the first positioning information is sorted according to the order of the time when the first positioning information was collected to obtain the time number.

[0086] Extract the longitude, latitude, and altitude values ​​from each of the first positioning information, and obtain the carriage number and time number corresponding to the first positioning information to which each longitude, latitude, and altitude value belongs;

[0087] A longitude matrix is ​​constructed based on each longitude value and its corresponding carriage number and time slot number; a latitude matrix is ​​constructed based on each latitude value and its corresponding carriage number and time slot number; an altitude matrix is ​​constructed based on each altitude value and its corresponding carriage number and time slot number.

[0088] The longitude matrix, latitude matrix, and altitude matrix are integrated into a positioning matrix group.

[0089] For example, taking a 16-car train as an example, the data obtained at the current moment...

[0090] Based on the above technical solution, in the railway safety management method based on Beidou positioning provided in this application, the collected positioning information is integrated into a matrix form, and a matrix algorithm is subsequently used to reduce the amount of subsequent data calculation.

[0091] The velocity matrix is ​​constructed based on the longitude, latitude, and altitude matrices in the positioning matrix group, including: converting the longitude, latitude, and altitude values ​​to a three-dimensional Cartesian coordinate system to obtain the corresponding X, Y, and Z values, and thereby converting the longitude, latitude, and altitude matrices into X, Y, and Z matrices; obtaining the distance matrix using the X, Y, and Z matrices and the Euclidean distance calculation formula; the elements in the distance matrix represent the distance traveled by the corresponding carriage at the corresponding time compared to the previous time.

[0092] Obtain the time interval between adjacent moments, and construct a velocity matrix based on the distance matrix and the time interval.

[0093] In some implementations, the conversion algorithms for transforming longitude, latitude, and altitude values ​​into a three-dimensional Cartesian coordinate system to obtain the corresponding X, Y, and Z values ​​include coarse algorithms and high-precision algorithms.

[0094] A rough algorithm involves equating the Earth to a sphere using a formula.

[0095]

[0096] The longitude value h, latitude value w, and altitude value k are converted into X, Y, and Z values ​​in a three-dimensional Cartesian coordinate system; where R is the equivalent diameter of the Earth.

[0097] Mapping the above algorithm onto a matrix yields the following formula.

[0098]

[0099] Where Xij, Yij, and Zij are the X, Y, and Z values ​​corresponding to carriage number i and time number j, respectively; that is, Xij is the value of the element in the i-th row and j-th column of the X matrix; Yij is the value of the element in the i-th row and j-th column of the Y matrix; Zij is the value of the element in the i-th row and j-th column of the Z matrix; Hij is the value of the element in the i-th row and j-th column of the altitude matrix; Wij is the value of the element in the i-th row and j-th column of the latitude matrix; and Kij is the value of the element in the i-th row and j-th column of the longitude matrix.

[0100] The high-precision algorithm treats the Earth as an ellipsoid and transforms the longitude, latitude, and altitude values ​​into a three-dimensional Cartesian coordinate system to obtain the corresponding X, Y, and Z values; this is existing technology and will not be elaborated here.

[0101] The distance matrix is ​​obtained by using the X matrix, Y matrix, Z matrix and Euclidean distance calculation formula;

[0102]

[0103] Where YDij is the value of the element in the i-th row and j-th column of the distance matrix; it should be noted that the distance matrix has one less column than the longitude matrix, latitude matrix, and altitude matrix; that is, the time numbers j=1, 2, ..., M+1 in the longitude matrix, latitude matrix, and altitude matrix; while the time numbers j=1, 2, ..., M in the distance matrix.

[0104] A velocity matrix is ​​constructed based on the distance matrix and the time interval, specifically using the formula...

[0105]

[0106] Where Vij is the value of the element in the i-th row and j-th column of the velocity matrix; t is the time interval between adjacent moments.

[0107] The process of generating the train's operation score based on the speed matrix includes: obtaining each element Vij in the speed matrix; where i is the carriage number, and i = 1, 2, ..., N; N is the total number of carriages, and when i equals 1, the corresponding carriage is the locomotive; j is the time number, and j = 1, 2, ..., M; M is the total number of times obtained, and when j equals 1, it is the current time;

[0108] Through the formula:

[0109]

[0110] The running score YP is calculated; where DV is the set unit speed difference; τj is the time weight coefficient corresponding to the speed at time j; since the data closer to the current time is more reliable, in this embodiment, the smaller the time number of the time weight coefficient, the greater its corresponding weight, and the specific value is set according to expert experience; in one feasible way, τj=(Jj) / J; where J=∑(j), j=1,2,…,M; αi is the position weight coefficient corresponding to the carriage number i; since the closer the carriage is to the locomotive, the greater its influence on the locomotive in terms of turning or speed, in this embodiment, the smaller the carriage number corresponding to the position weight coefficient, the greater its corresponding weight, and the specific value is set according to expert experience; in one feasible way, αi=(Ii) / I; where I=∑(i), i=1,2,…,N-1.

[0111] In this embodiment, the instantaneous distance of each carriage at each moment is used to evaluate the train's operation using the above formula. When the speed difference between adjacent carriages is smaller or the current operating speed of each carriage is lower, it indicates that the train is running more stably. When braking or performing corresponding economic operations at this time, the train is more controllable, and therefore the corresponding operation score is set higher.

[0112] Delineating the warning area based on the operation score includes: acquiring meteorological data within a set time period, wherein the meteorological data is meteorological data of the train's travel section within the set time period, inputting the meteorological data into the transmission impact assessment model, and obtaining the corresponding transmission impact score.

[0113] The transmission impact score and operation score are substituted into the set benchmark radius generation function to obtain the corresponding benchmark radius, which is the radius corresponding to the first warning area of ​​the train.

[0114] In some implementations, the reference radius generation function is JB=exp(CP-YP)×BB; where JB is the reference radius and BB is the set standard radius. In this embodiment, the standard radius BB=10km.

[0115] The area defined by taking the train head as the center and the reference radius as the radius is designated as the first warning area; the first warning area is the area adjacent to the train;

[0116] The area outside the first warning zone, defined by a radius of K1 times the reference radius with the train head as the center, is designated as the second warning zone.

[0117] The area defined by the train head as the center and a radius of K2 times the reference radius, excluding the first and second warning areas, is designated as the third warning area; K1 and K2 are positive numbers greater than 1; the specific values ​​are set according to expert experience, and in this embodiment, K1=1.3; K2=1.5;

[0118] The warning areas include the first warning area, the second warning area, and the third warning area.

[0119] This embodiment comprehensively considers the train's operating status and transmission environment. When the train's operating status is more stable, the corresponding warning area can be set to be smaller, ensuring that the train can perform relevant processing operations while reducing the amount of calculation. When the train's current transmission environment is poor, the positioning error will be large. In order to eliminate the reduced warning accuracy caused by the error, the range of the warning area is appropriately increased to ensure that a sufficiently long operating space is reserved.

[0120] In one possible implementation, the transmission impact assessment model satisfies the following training process: acquiring several meteorological data and their corresponding transmission impact scores; the transmission impact score represents the degree of influence of the meteorological data on signal transmission, and the greater the degree of influence, the greater the corresponding transmission impact score; this embodiment provides one implementation method, acquiring the actual positioning information and BeiDou positioning information of several BeiDou positioning devices within the area corresponding to the meteorological data, calculating the distance difference error between the actual positioning information and the BeiDou behavior information, and obtaining the average value of the distance error of each BeiDou behavior device; setting the ratio of the average value to the set maximum distance parameter as the transmission impact score under the corresponding meteorological data, and controlling the transmission impact score within the range of 0-1 by setting corresponding coefficients; integrating the various meteorological data and transmission impact scores into several sets of training data and test data;

[0121] The artificial intelligence model is trained using training data; the trained artificial intelligence model is tested using test data; the final result is meteorological data as input and transmission impact score corresponding to the meteorological data as output; the artificial intelligence model includes a BP neural network model and an RBF neural network model.

[0122] In one possible implementation, the regional anomaly score for each warning region is generated based on several second location information of each warning region, including:

[0123] Obtain each location point in the first warning area; assign the location points located in the direction of train travel to the first forward location group; assign the location points located behind the train to the first rear location group;

[0124] Obtain each location point in the second warning area; assign the location points located in the direction of train movement to the second forward location group; assign the location points located behind the train to the second rear location group;

[0125] Obtain the location points in the third warning area; assign the location points located in the direction of train movement to the third forward location group; assign the location points located behind the train to the third rear location group.

[0126] In the order of the first front positioning group, the first rear positioning group, the second front positioning group, the second rear positioning group, the third front positioning group, and the third rear positioning group;

[0127] Sequentially obtain the current second positioning information and initial positioning information of each positioning point in the positioning group; generate the corresponding regional anomaly score for the positioning group based on the second positioning information and initial positioning information;

[0128] The positioning group includes a first front positioning group, a first rear positioning group, a second front positioning group, a second rear positioning group, a third front positioning group, and a third rear positioning group.

[0129] In one possible implementation, generating the regional anomaly score for the corresponding location group based on the second location information and the initial location information includes:

[0130] The system acquires the current second positioning information and initial positioning information of each positioning point in the positioning group. It extracts the longitude, latitude, and altitude values ​​from these information and calculates the distance between the current and initial positioning of each point. Specifically, it converts the longitude, latitude, and altitude values ​​from the second and initial positioning information to a three-dimensional Cartesian coordinate system to obtain the corresponding X, Y, and Z values. The distance is then calculated using the X, Y, and Z values ​​and the Euclidean distance formula. The initial positioning information is the positioning information when the BeiDou positioning device is set up. This distance is marked as the offset distance. The offset distance of each positioning point is thus obtained.

[0131] Determine whether the offset distance is greater than a set offset threshold; if yes, mark the positioning point as an abnormal positioning point; if no, mark the positioning point as a normal positioning point.

[0132] Obtain the total number of abnormal location points and the number of the longest consecutive abnormal location points in the forward location group, as well as the total number of location points; calculate the ratio of the total number of abnormal location points to the total number of location points (ratio 1) and the ratio of the number of the longest consecutive abnormal location points to the total number of location points (ratio 2); and mark the sum of ratio 1 and ratio 2 as the regional anomaly score.

[0133] For example, the number of abnormal location points is 4, and the number of normal location points is 16. The distribution of the abnormal location points and normal location points is 0, 0, 0, 0, 0, 1, 0, 1, 1, 1, 0, 0, 0, 0, 0, 0, 0, 0, 0; where 0 represents a normal location point and 1 represents an abnormal location point. The longest consecutive number of abnormal location points is 3. The regional anomaly score is 4 / 20+3 / 20, and the regional anomaly score is 0.35.

[0134] In one possible implementation, the early warning signal is generated based on a regional anomaly score, including:

[0135] Obtain the area anomaly scores corresponding to the first forward positioning group and the first rear positioning group in the first warning area;

[0136] When the anomaly scores of the areas corresponding to the first forward positioning group and the first rear positioning group are both greater than the set anomaly score threshold, a first comprehensive anomaly warning is generated.

[0137] When only the area corresponding to the first forward positioning group has an abnormal score greater than the set abnormal score threshold, a first forward abnormal warning is generated.

[0138] When only the area corresponding to the first rear positioning group has an anomaly score greater than the set anomaly score threshold, a first rear anomaly warning is generated.

[0139] The system sequentially generates the second comprehensive anomaly warning, the second forward anomaly warning, the second rear anomaly warning, the third comprehensive anomaly warning, the third forward anomaly warning, and the third rear anomaly warning.

[0140] Specifically, when the area anomaly scores corresponding to the second forward positioning group and the second rear positioning group are both greater than the set anomaly score threshold, a second comprehensive anomaly warning is generated; when only the area anomaly score corresponding to the second forward positioning group is greater than the set anomaly score threshold, a second forward anomaly warning is generated; when only the area anomaly score corresponding to the second rear positioning group is greater than the set anomaly score threshold, a second rear anomaly warning is generated.

[0141] A third comprehensive anomaly warning is generated when the anomaly scores of the areas corresponding to the third forward positioning group and the third rear positioning group are both greater than the set anomaly score threshold; a third forward anomaly warning is generated when only the anomaly score of the area corresponding to the third forward positioning group is greater than the set anomaly score threshold; and a third rear anomaly warning is generated when only the anomaly score of the area corresponding to the third rear positioning group is greater than the set anomaly score threshold.

[0142] The warning intensity of the first comprehensive anomaly warning is greater than that of the first forward anomaly warning, and the warning intensity of the first forward anomaly warning is greater than that of the first rear anomaly warning; the warning intensity of the first rear warning is greater than that of the second comprehensive anomaly warning, the warning intensity of the second comprehensive anomaly warning is greater than that of the second forward anomaly warning, and the warning intensity of the second forward anomaly warning is greater than that of the second rear anomaly warning; the warning intensity of the second rear warning is greater than that of the third comprehensive anomaly warning, the warning intensity of the third comprehensive anomaly warning is greater than that of the third forward anomaly warning, and the warning intensity of the third forward anomaly warning is greater than that of the third rear anomaly warning.

[0143] In another embodiment, the warning signal also includes a comprehensive forward warning and a comprehensive rear warning; a comprehensive forward warning is generated when two of the area anomaly scores corresponding to the first forward positioning group, the second forward positioning group, and the third forward positioning group are greater than a set anomaly score threshold; a comprehensive rear warning is generated when two of the area anomaly scores corresponding to the first rear positioning group, the second rear positioning group, and the third rear positioning group are greater than a set anomaly score threshold.

[0144] This embodiment provides early warnings for both near and far distances in the direction the train is moving forward, as well as for both near and far distances behind the train. This creates a comprehensive early warning system for the area surrounding the train, allowing relevant personnel to obtain complete information about the situation around the train and take appropriate actions based on the warnings.

[0145] Secondly, a railway safety management device based on BeiDou positioning is provided, comprising: a communication unit and a processing unit; the communication unit is used to collect relevant positioning information, including first positioning information and second positioning information; and to send early warning signals; the processing unit is used to divide the area in front of the train into several early warning areas based on each first positioning information; to generate regional anomaly scores for each early warning area based on several second positioning information of each early warning area; and to generate early warning signals based on the regional anomaly scores.

[0146] Thirdly, this application provides a railway safety management device based on BeiDou positioning, comprising: a processor and a storage medium; the storage medium includes instructions, and the processor is used to execute the instructions to implement the methods described in the first aspect and any possible implementation thereof. This BeiDou-based railway safety management device can be an electronic device or a chip within an electronic device.

[0147] Please see Figure 2 Fourthly, this application provides a railway safety management system based on BeiDou positioning, including: a data acquisition module, a data processing module, an early warning module, and a database;

[0148] Data acquisition module: acquires the first positioning information of each carriage of the train and the second positioning information of each positioning point on the track;

[0149] Data processing module: Divides the area in front of the train into several warning areas based on the first positioning information; generates regional anomaly scores for each warning area based on several second positioning information of each warning area; generates warning signals based on the regional anomaly scores.

[0150] Early warning module: Issues warnings for warning signals, including audible and visual warnings and visual warnings; it can be understood that different warning signals correspond to different durations of audible and visual warnings, and different colors of visual warnings. CCTV warnings are displayed through interactive display devices to show the warning signal and some related parameters.

[0151] A database is used to store the data collected or generated in this application.

[0152] Fifthly, this application provides a computer-readable storage medium storing instructions that, when executed on a BeiDou-based railway safety management device, cause the BeiDou-based railway safety management device to perform the methods described in the first aspect and any possible implementation thereof.

[0153] Sixthly, this application provides a computer program product containing instructions that, when the computer program product is run on a BeiDou-based railway safety management device, causes the BeiDou-based railway safety management device to perform the methods described in the first aspect and any possible implementation thereof.

[0154] Some of the data in the above formula are calculated by removing dimensions and taking their numerical values. The formula is the closest to the real situation obtained by software simulation of a large amount of collected data. The preset parameters and preset thresholds in the formula are set by those skilled in the art according to the actual situation or obtained through simulation of a large amount of data.

[0155] How this application works:

[0156] In the railway safety management method based on BeiDou positioning provided in this application, the positioning information of each carriage of the train is obtained, and the speed of the carriage is analyzed based on the positioning information to analyze the current operating status of the train. Based on the operating status of the train, a warning zone is set around the train, the positioning information of the positioning points in the warning zone is obtained, and the geological changes in the warning zone are analyzed based on the positioning information to issue corresponding warnings. By issuing warnings for the geological environment around the operating train, the waste of computing power is greatly reduced. Furthermore, by setting the range of the warning zone based on the operating status of the train, safety management becomes more targeted, thereby improving the efficiency of railway safety management.

[0157] The above embodiments are only used to illustrate the technical methods of this application and are not intended to limit it. Although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical methods of this application without departing from the spirit and scope of the technical methods of this application.

Claims

1. A railway safety management method based on Beidou positioning, characterized in that, include: Obtain the initial positioning information of each carriage of the train; The first location information is the carriage location; Based on the first positioning information, the area in front of the train is divided into several warning zones; including: Obtain the first positioning information of each carriage at several consecutive different times; A positioning matrix group is constructed based on several of the first positioning information; the positioning matrix group includes a longitude matrix, a latitude matrix, and an altitude matrix; A velocity matrix is ​​constructed based on the longitude, latitude, and altitude matrices in the positioning matrix group; The train's operational score is generated based on the speed matrix, and a warning zone is delineated based on the operational score; including: Meteorological data within a set time period is obtained, wherein the meteorological data is the meteorological data of the train's travel section within the set time period, and the meteorological data is input into the transmission impact assessment model to obtain the corresponding transmission impact score. The transmission impact score and the operation score are substituted into the set benchmark radius generation function to obtain the corresponding benchmark radius, which is the radius corresponding to the first warning area of ​​the train. The area defined by taking the train head as the center and the reference radius as the radius is designated as the first warning area; the first warning area is the area adjacent to the train; The area outside the first warning zone, defined by a radius of K1 times the reference radius with the train head as the center, is designated as the second warning zone. The area defined by the train head as the center and a radius of K2 times the reference radius, excluding the first and second warning areas, is designated as the third warning area; where K1 and K2 are positive numbers greater than 1. The warning area includes a first warning area, a second warning area, and a third warning area; Obtain several second positioning information points of the track in each warning area; the second positioning information is the positioning of the positioning points on the track; A regional anomaly score for each warning area is generated based on several secondary location information of each warning area. Early warning signals are generated based on regional anomaly scores.

2. The railway safety management method based on Beidou positioning according to claim 1, characterized in that, The positioning matrix group is constructed based on several first positioning information; Build it in the following way: Obtain the information of each carriage of the train, and sort the first positioning information of each carriage in the direction of the train's movement from the first carriage to the last carriage to obtain the carriage number. The first positioning information of each carriage at different times is obtained in the order of the numbers. Starting from the current time, the first positioning information is sorted according to the order of the time when the first positioning information was collected to obtain the time number. Extract the longitude, latitude, and altitude values ​​from each of the first positioning information, and obtain the carriage number and time number corresponding to the first positioning information to which each longitude, latitude, and altitude value belongs; A longitude matrix is ​​constructed based on each longitude value and its corresponding carriage number and time slot number; a latitude matrix is ​​constructed based on each latitude value and its corresponding carriage number and time slot number; an altitude matrix is ​​constructed based on each altitude value and its corresponding carriage number and time slot number. The longitude matrix, latitude matrix, and altitude matrix are integrated into a positioning matrix group.

3. The railway safety management method based on BeiDou positioning according to claim 1, characterized in that, The velocity matrix is ​​constructed based on the longitude matrix, latitude matrix, and altitude matrix in the positioning matrix group, including: The longitude, latitude, and altitude values ​​are converted to a three-dimensional Cartesian coordinate system to obtain the corresponding X, Y, and Z values. The longitude, latitude, and altitude matrices are then transformed into X, Y, and Z matrices, respectively. Using the X, Y, and Z matrices and the Euclidean distance calculation formula, a distance matrix is ​​obtained. The elements in the distance matrix represent the distance traveled by the corresponding carriage at the current time compared to the previous time. Obtain the time interval between adjacent moments, and construct a velocity matrix based on the distance matrix and the time interval.

4. The railway safety management method based on BeiDou positioning according to claim 1, characterized in that, The train's operational score is generated based on the speed matrix, including: Obtain each element Vij in the speed matrix; where i is the carriage number, and i=1,2,…,N; N is the total number of carriages; j is the time number, and j=1,2,…,M; M is the total number of time points to be obtained; Through the formula: The operational score YP is calculated; where DV is the set unit speed difference; τj is the time weight coefficient corresponding to the speed at time j; and αi is the position weight coefficient corresponding to the carriage number i.

5. A railway safety management method based on BeiDou positioning according to claim 1, characterized in that, An anomaly score for each warning area is generated based on several second location information points for each warning area, including: Obtain each location point in the first warning area; assign the location points located in the direction of train travel to the first forward location group; assign the location points located behind the train to the first rear location group; Obtain each location point in the second warning area; assign the location points located in the direction of train travel to the second forward location group; assign the location points located behind the train to the second rear location group; Obtain each location point in the third warning area; assign the location points located in the direction of train travel to the third forward location group; assign the location points located behind the train to the third rear location group. In the order of the first front positioning group, the first rear positioning group, the second front positioning group, the second rear positioning group, the third front positioning group, and the third rear positioning group; Sequentially obtain the current second positioning information and initial positioning information of each positioning point in the positioning group; generate the corresponding regional anomaly score for the positioning group based on the second positioning information and initial positioning information; The positioning group includes a first front positioning group, a first rear positioning group, a second front positioning group, a second rear positioning group, a third front positioning group, and a third rear positioning group.

6. A railway safety management method based on BeiDou positioning according to claim 5, characterized in that, The generation of regional anomaly scores for corresponding positioning groups based on the second positioning information and the initial positioning information includes: Obtain the current second positioning information and initial positioning information of each positioning point in the positioning group; extract the longitude, latitude, and altitude values ​​from the second positioning information and initial positioning information of the positioning points; calculate the distance between the current positioning and the initial positioning of the corresponding positioning point based on the longitude, latitude, and altitude values ​​from the second positioning information and initial positioning information; mark the distance as the offset distance; thereby obtaining the offset distance of each positioning point. Determine whether the offset distance is greater than a set offset threshold; if yes, mark the positioning point as an abnormal positioning point; if no, mark the positioning point as a normal positioning point. Obtain the total number of abnormal location points and the number of the longest consecutive abnormal location points in the forward location group, as well as the total number of location points; calculate the ratio of the total number of abnormal location points to the total number of location points (ratio 1) and the ratio of the number of the longest consecutive abnormal location points to the total number of location points (ratio 2); and mark the sum of ratio 1 and ratio 2 as the regional anomaly score.

7. A railway safety management method based on BeiDou positioning according to claim 1, characterized in that, The early warning signal is generated based on the regional anomaly score, including: Obtain the area anomaly scores corresponding to the first forward positioning group and the first rear positioning group in the first warning area; When the anomaly scores of the areas corresponding to the first forward positioning group and the first rear positioning group are both greater than the set anomaly score threshold, a first comprehensive anomaly warning is generated. When only the area corresponding to the first forward positioning group has an abnormal score greater than the set abnormal score threshold, a first forward abnormal warning is generated. When only the area corresponding to the first rear positioning group has an anomaly score greater than the set anomaly score threshold, a first rear anomaly warning is generated. The system generates the second comprehensive anomaly warning, the second forward anomaly warning, the second rear anomaly warning, the third comprehensive anomaly warning, the third forward anomaly warning, and the third rear anomaly warning in sequence.

8. A railway safety management system based on BeiDou positioning, applied to the railway safety management method based on BeiDou positioning as described in any one of claims 1 to 7, characterized in that, include: Data acquisition module, data processing module, and early warning module; The data acquisition module acquires the first positioning information of each carriage of the train and the second positioning information of each positioning point on the track. The data processing module: divides the area in front of the train into several warning areas based on the first positioning information; and generates an area anomaly score for each warning area based on the second positioning information of each warning area. Early warning signals are generated based on regional anomaly scoring; The early warning module issues early warning signals, including audible and visual warnings and visual warnings.

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