A high-speed rail platform safety protection system and method

Abstract

The application discloses a high-speed rail platform safety protection system and method, and belongs to the technical field of high-speed rails. The system comprises a mobile platform door, a first collecting device arranged on the mobile platform door, a second collecting device, and a dispatching center connected with the mobile platform door, the first collecting device and the second collecting device. The first collecting device is used for collecting foreign matter information in the platform. The second collecting device is used for collecting mechanical state information of a train. The dispatching center is used for determining a train departure / interception instruction. The mobile platform door comprises a shielding mechanism, a guide mechanism connected with the shielding mechanism, and a transmission mechanism connected with the shielding mechanism and the guide mechanism. After any train type stops, the sliding door can be guaranteed to face the train door, and the technical effect of reducing human and train safety hazards is realized.

Description

Technical Field

[0001] This invention relates to the field of high-speed rail technology, specifically to a high-speed rail platform safety protection system and method. Background Technology

[0002] Platform screen doors (PSM) are installed along the edges of urban rail transit stations. They serve as a continuous barrier separating passenger waiting areas from train operating areas, corresponding to train doors, and capable of multi-level controlled opening and closing of sliding doors. When trains arrive and depart, the PSM doors automatically open and close, mechanically separating the operating space from the passenger waiting space, creating a safe and comfortable waiting environment for passengers, while also providing passageways for boarding and alighting.

[0003] However, in the context of multi-level rail transit integration, due to the large number of train models and the different door arrangements of different models, the existing platform doors with fixed opening positions are difficult to adapt to the needs of different train models and systems. For example, the platform doors are aligned with the train doors. On the other hand, some high-speed railway and intercity railway platforms do not have platform screen doors, which poses certain safety hazards to people and vehicles. Summary of the Invention

[0004] To address the aforementioned problems, the first aspect of this invention provides a high-speed railway platform safety protection system, comprising: a mobile platform door, a first data acquisition device and a second data acquisition device mounted on the mobile platform door, and a dispatch center connected to the mobile platform door, the first data acquisition device, and the second data acquisition device; the first data acquisition device is used to acquire foreign object information within the platform, the second data acquisition device is used to acquire mechanical status information of the train, and the dispatch center is used to determine train departure / interception instructions;

[0005] The mobile platform door includes a shielding mechanism, a guide mechanism connected to the shielding mechanism, and a transmission mechanism connected to the shielding mechanism and the guide mechanism.

[0006] The shielding mechanism includes a sliding barrier wall, a sliding door connected to the sliding barrier wall, and a support assembly connected to the sliding barrier wall.

[0007] In some embodiments, the support assembly includes: a second roller, a support frame, and a third roller disposed at the bottom of the support frame, wherein the second roller is disposed at the bottom of the sliding barrier, the support frame is connected to the side of the sliding barrier near the train, and the third roller is connected to the bottom of the support.

[0008] The support assembly further includes: a guide wheel and a guide rail adapted to the guide wheel; the guide wheel is located at the bottom of the sliding retaining wall.

[0009] In some embodiments, the guiding mechanism includes: a guide groove, a slide rail disposed in the guide groove, and a slider slidably connected to the slide rail;

[0010] The transmission mechanism includes: a rack, a gear adapted to the rack, and a motor connected to the gear;

[0011] The rack is mounted on the slide rail, and the gear meshes with the rack;

[0012] The transmission mechanism further includes: a first magnet, a second magnet adapted to the first magnet, and a step plate located between the first magnet and the second magnet, wherein the first magnet is disposed on the slider and the second magnet is disposed on the support assembly;

[0013] The step plate is located on the guide groove and is used to close the guide groove.

[0014] In some embodiments, the first acquisition device includes: a foreign object passage detection mechanism for determining whether a foreign object passes through during the closing of the sliding door; a personnel retention detection mechanism for determining whether a person remains on the side of the mobile platform door closest to the train; and a door pressure detection mechanism for determining the pressure on the door body during the closing of the sliding door.

[0015] The second acquisition device includes: a wheel roundness detection mechanism for acquiring wheel roundness deviation; a bearing temperature detection mechanism for acquiring bearing temperature; and a vehicle body lateral vibration detection mechanism for acquiring vehicle body lateral vibration.

[0016] A second aspect of the present invention provides a safety protection method for high-speed railway platforms, and a safety protection system for high-speed railway platforms based on any one of the above solutions, comprising the following steps:

[0017] Obtain the train's mechanical status information;

[0018] In response to a train departure request, obtain information about foreign objects on the platform;

[0019] Determine the train's health score;

[0020] Determine the platform safety score;

[0021] Based on the target scenario, determine the dynamic threshold set for train health and the dynamic threshold set for platform safety.

[0022] The departure information of the first train is determined based on the train health score and the dynamic threshold set of train health, and the departure information of the second train is determined based on the platform safety score and the dynamic threshold set of platform safety.

[0023] The final departure information is generated based on the departure information of the first train and the departure information of the second train.

[0024] In some embodiments, determining the train health score includes:

[0025] Determine the wheel roundness score;

[0026] Determine the bearing temperature score;

[0027] Determine the vehicle body vibration score;

[0028] Determine the train health weight matrix based on weather information;

[0029] The train health score is determined based on wheel roundness score, bearing temperature score, car body vibration score, and train health weight matrix.

[0030] In some embodiments, determining the platform safety score includes:

[0031] Determine the laser blocking score for the door gap;

[0032] Determine the safety score for personnel staying in the area;

[0033] Determine the door pressure mutation score;

[0034] Determine the foreign object risk weight matrix for the platform based on passenger flow information;

[0035] The platform safety score is determined based on the laser blocking score at the door gap, the safety score for personnel staying in the area, the score for sudden changes in door pressure, and the weight matrix of foreign object risk on the platform.

[0036] In some embodiments, the wheel roundness score is calculated as follows:

[0037]

[0038] in, The wheel roundness is scored, where D is the wheel roundness deviation value. This is the threshold for wheel roundness deviation.

[0039] The bearing temperature score is calculated as follows:

[0040]

[0041] in; Scoring the bearing temperature It is the hyperbolic tangent function. For bearing temperature; This refers to the bearing temperature threshold.

[0042] The calculation method for the vehicle body vibration score is as follows:

[0043] ;

[0044] in, Rate the vehicle body vibration. This refers to the vehicle body vibration coefficient;

[0045] The train health weight matrix is ​​as follows:

[0046] ;

[0047] in, As the normalization factor, For wheel roundness weight, Bearing temperature weighting, For vibration weights, As an indicator of cold, As an indicator variable for heat, Used as an indicator variable for strong winds;

[0048] The train health score is calculated as follows:

[0049] ;

[0050] in, Rate the train's health.

[0051] In some embodiments, the laser blocking score for the door gap is calculated as follows:

[0052] ;

[0053] in, Scoring for laser blocking of door gaps The number of blocked laser beams;

[0054] The determination of the safety score for personnel staying in the area includes:

[0055] The safety score for stranded personnel is determined based on their length of stay and the distance between them and the train.

[0056] The specific method is as follows:

[0057] ;

[0058] in, Assess the safety of personnel staying in the area. The maximum dwell time is 60 seconds. The distance between stranded passengers and the train is defined as 0-1.5m.

[0059] The specific method for determining the gate pressure mutation score is as follows:

[0060] ;

[0061] in, Score the sudden change in gate pressure; This is the maximum pressure value; This represents the percentage of the area under pressure.

[0062] The platform foreign object risk weight matrix is ​​as follows:

[0063] ;

[0064] in, As the normalization factor, For door gap laser blocking weight, Weighting of personnel stranded risk As the weight of sudden changes in gate pressure, As an indicator variable for peak hours, As an indicator of low visibility, Human traffic flow indicator variable;

[0065] The platform safety score is calculated as follows:

[0066] ;

[0067] in, Rate the platform safety.

[0068] In some embodiments, the train health dynamic threshold set refers to a set of thresholds used to determine whether a train is in a healthy state, and the train health dynamic threshold set includes a first health threshold and a second health threshold.

[0069] The platform safety dynamic threshold set refers to the set of thresholds used to determine whether the platform is in the installation state. The platform safety dynamic threshold set includes a first safety threshold and a second safety threshold.

[0070] The dynamic threshold sets for train health and platform safety are set based on the train's operating schedule.

[0071] The departure information of the first train is confirmed by comparing the train's health score with health thresholds in a set of dynamic train health thresholds, including:

[0072] Based on the train's operating segment, a first health threshold and a second health threshold are generated. When the train's health score is greater than the first health threshold, train departure information is generated. When the train's health score is greater than the second health threshold but less than the first health threshold, departure information after manual review is generated. When the train's health score is less than the first health threshold, departure interception information is generated.

[0073] The departure information of the second train is confirmed by comparing the platform safety score with the safety thresholds in the platform dynamic threshold set, including:

[0074] Based on the train's operating segment, a first safety threshold and a second safety threshold are generated. When the platform safety score is greater than the first safety threshold, train departure information is generated. When the platform safety score is greater than the second safety threshold but less than the first safety threshold, departure information after manual review is generated. When the platform safety score is less than the first safety threshold, departure interception information is generated.

[0075] By adopting the above technical solution, the present invention mainly has the following technical effects:

[0076] 1. The transmission mechanism drives the shielding mechanism to move along the direction set by the guide mechanism. By moving the shielding mechanism, the sliding door can be ensured to face the train door after any train model stops.

[0077] 2. The system acquires foreign object information within the platform through the first acquisition device and acquires the mechanical status information of the train through the second acquisition device. Simultaneously, it determines the departure information of the first train based on the train health score and the dynamic threshold set of train health, and determines the departure information of the second train based on the platform safety score and the dynamic threshold set of platform safety. The dispatch center then determines the train departure / interception instruction based on the departure information of the first and second trains, thereby achieving the technical effect of reducing safety hazards to people and vehicles. Attached Figure Description

[0078] Figure 1 This is a structural schematic diagram of a high-speed railway platform safety protection system according to the present invention;

[0079] Figure 2 This is a schematic diagram of the structure of a movable platform door in a high-speed railway platform safety protection system according to the present invention;

[0080] Figure 3 This is a side view of the movable platform door in a high-speed railway platform safety protection system according to the present invention.

[0081] Figure 4 for Figure 3 Enlarged view of section A;

[0082] Figure 5 This is a structural schematic diagram of a movable platform door in a high-speed railway platform safety protection system according to the present invention (from another perspective);

[0083] Figure 6 for Figure 5 Enlarged view of section B;

[0084] Figure 7 This is a logic diagram of generating departure information in a high-speed railway platform safety protection method of the present invention;

[0085] Figure 8 This is a logic diagram of the instructions issued by the dispatch center in a high-speed railway platform safety protection method of the present invention.

[0086] The meanings of the reference numerals in the attached figures are as follows:

[0087] 1. Shielding mechanism; 11. Sliding retaining wall; 12. Sliding door; 121. First roller; 13. Support assembly; 131. Second roller; 132. Support frame; 133. Third roller; 134. Guide wheel; 135. Guide rail;

[0088] 2. Guiding mechanism; 21. Guide groove; 22. Slide rail; 23. Slider;

[0089] 3. Transmission mechanism; 31. Rack; 32. Gear; 33. Motor; 34. First magnet; 35. Second magnet; 36. Step plate. Detailed Implementation

[0090] To enable those skilled in the art to better understand the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0091] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0092] Please see Figures 1-6 The first aspect of the present invention provides a high-speed railway platform safety protection system, comprising: a mobile platform door, a first data acquisition device and a second data acquisition device disposed on the mobile platform door, and a dispatch center connected to the mobile platform door, the first data acquisition device and the second data acquisition device.

[0093] In some embodiments, the mobile platform door is installed on the high-speed rail platform to form a partition on the platform to prevent passengers from entering or leaving the dangerous area when the high-speed rail is driven in or out. It includes: a shielding mechanism 1, a guide mechanism 2 connected to the shielding mechanism 1, and a transmission mechanism 3 connected to the shielding mechanism 1 and the guide mechanism 2.

[0094] In some embodiments, the shielding mechanism 1 is a part used to form a movable partition on the platform, which includes: a sliding barrier 11, a sliding door 12 connected to the sliding barrier 11, and a support assembly 13 connected to the sliding barrier 11. The sliding barrier 11 is the main structure of the shielding mechanism 1. It is a square hollow structure and has a certain rigidity, which can protect the internal components of the sliding barrier 11 and prevent mechanical collisions and other damage to the internal structure.

[0095] In some embodiments, the sliding door 12 can move to both sides, thereby blocking passengers from entering the platform when closed and allowing passengers to enter the platform when open, thus providing a certain degree of protection. For example, the sliding door 12 can be connected to the sliding barrier 11 via an electric telescopic cylinder, thereby realizing the movement of the sliding door 12 to both sides by utilizing the telescopic process of the electric telescopic cylinder, and thus realizing the opening and closing process of the sliding door 12.

[0096] Furthermore, the support assembly 13 is used to support the sliding barrier wall 11. In some embodiments, the support assembly 13 includes: a second roller 131, a support frame 132, and a third roller 133 disposed at the bottom of the support frame 132. The second roller 131 is disposed at the bottom of the sliding barrier wall 11, the support frame 132 is connected to the side of the sliding barrier wall 11 near the train, and the third roller 133 is connected to the bottom of the support frame 132. The above structure enables the support assembly 13 to support the sliding barrier wall 11 on the one hand, and to allow the sliding barrier wall 11 to be in a sliding state on the other hand.

[0097] In some more preferred embodiments, the support component 13 further includes: a guide wheel 134 and a guide rail 135 adapted to the guide wheel 134. The guide wheel 134 is located at the bottom of the sliding barrier 11 and has a concave structure in the middle. It is adapted to the guide rail 135 and can move along the setting direction of the guide rail 135. The concave part of the guide wheel 134 abuts against the guide rail 135, and the guide rail 135 can limit the guide wheel 134, thereby limiting the shielding mechanism 1 and preventing the wind pressure generated when the train enters or leaves the station from causing the shielding mechanism 1 to move.

[0098] In some embodiments, the bottom of the sliding door 12 is also provided with a first roller 121 adapted to the guide rail 135 to assist the sliding door 12 in moving, so as to make the opening and closing process of the sliding door 12 smoother.

[0099] In some embodiments, the guide mechanism 2 is a part for guiding the movement of the shielding mechanism 1, including: a guide groove 21, a slide rail 22 disposed in the guide groove 21, and a slider 23 slidably connected to the slide rail 22. In some embodiments, the guide groove 21 is opened in the platform to accommodate the guide mechanism 2. For example, the guide groove 21 can be set parallel to the train direction. The slide rail 22 is disposed in the guide groove 21 and slidably connected to the slide rail 22. The slider 23 moves on the slide rail 22, thereby guiding the shielding mechanism 1 to move along the direction set by the slide rail 22. The specific guiding process will be further described below.

[0100] In some embodiments, the transmission mechanism 3 is connected to the shielding mechanism 1 and the guide mechanism 2, and is used to drive the shielding mechanism 1 to move along the direction set by the guide mechanism 2. It includes: a rack 31, a gear 32 adapted to the rack 31, and a motor 33 connected to the gear 32.

[0101] In some embodiments, the slide rail 22 has a structure with a concave center and convex sides. The rack 31 is located in the concave part of the slide rail 22. The slider 23 has a structure with concave sides. The concave part of the slider 23 is movably connected to the convex part of the slide rail 22. The motor 33 and the gear 32 are located at the bottom of the slider 23. The gear 32 meshes with the rack 31, thereby driving the gear 32 to rotate using the motor 33. The gear 32 rotates on the rack 31, thereby realizing the movement of the slider 23 on the slide rail 22.

[0102] In some embodiments, the transmission mechanism 3 further includes: a first magnet 34, a second magnet 35 adapted to the first magnet 34, and a step plate 36 located between the first magnet 34 and the second magnet 35. The first magnet 34 is disposed on the slider 23, and the second magnet 35 is disposed on the support assembly 13. By utilizing the mutual attraction between the first magnet 34 and the second magnet 35, on the one hand, when the slider 23 moves, the transmission support assembly 13 moves with the slider 23, thereby realizing the process of using the transmission mechanism 3 to drive the shielding mechanism 1 to move along the direction set by the guide mechanism 2. On the other hand, it can also tighten the sliding barrier 11 to prevent the wind pressure generated when the train enters or leaves the station from causing the shielding mechanism 1 to move.

[0103] Furthermore, the step plate 36 is provided on the guide groove 21 to close the guide groove 21. On the one hand, it assists the driver and passengers in passing through, and on the other hand, it can prevent dust and other debris from entering the interior of the guide groove 21 and hindering the operation of the mobile platform door.

[0104] In some embodiments, the transmission mechanism 3 drives the shielding mechanism 1 to move along the direction set by the guide mechanism 2. By moving the shielding mechanism 1, the sliding door 12 can be ensured to face the train door after any train model stops, so as to facilitate passengers to get on and off the train, thereby enhancing practicality.

[0105] In some embodiments, the first acquisition device is disposed on the mobile platform door and is used to acquire foreign object information in the platform, including: a foreign object passage detection mechanism for determining whether there is a foreign object passing through during the closing of the sliding door 12; a personnel retention detection mechanism for determining whether there is a person remaining on the side of the mobile platform door near the train; and a door pressure detection mechanism for determining the pressure on the door body during the closing of the sliding door 12.

[0106] In some embodiments, the foreign object passage detection mechanism can determine whether there is a foreign object passing through during the closing of the sliding door 12 by setting multiple sets of opposing laser beams between the two sliding barriers 11. When the sliding door 12 is closed, if any set of laser beams is blocked, it can be determined that there is a foreign object passing through when the sliding door 12 is closed.

[0107] In some embodiments, the personnel lingering detection mechanism can determine whether there are people lingering on the side of the mobile platform door closest to the train by setting up millimeter-wave radar and thermal imager near the train on the sliding barrier 11, locking the position with millimeter-wave radar, and confirming the personnel with thermal imager to determine whether there are people lingering on the side of the mobile platform door closest to the train.

[0108] In some embodiments, the door pressure detection mechanism determines the pressure on the door body during the closing process of the sliding door 12 by setting a door frame pressure-sensitive strip on the sliding door 12. When the pressure on the door frame pressure-sensitive strip during the closing process of the sliding door 12 is greater than a preset value, it can be determined that the sliding door 12 is squeezed by a foreign object.

[0109] In some embodiments, the second acquisition device is used to acquire mechanical status information of the train, including: a wheel roundness detection mechanism for acquiring wheel roundness deviation; a bearing temperature detection mechanism for acquiring bearing temperature; and a vehicle body lateral vibration detection mechanism for acquiring vehicle body lateral vibration.

[0110] In some embodiments, the wheel roundness detection mechanism may obtain the wheel roundness deviation by scanning the wheel shape using a laser profilometer installed on both sides of the track.

[0111] In some embodiments, the bearing temperature detection mechanism acquires the bearing temperature by measuring the bearing surface temperature in real time using non-contact infrared imaging.

[0112] In some embodiments, the vehicle body lateral vibration detection mechanism can acquire the lateral vibration of the vehicle body by means of a vibration sensor installed on the platform. A vibration sensor (also known as an accelerometer or accelerometer) is a device that converts the vibration acceleration of an object into an electrical signal output. When installed on the platform door or the vehicle body, the vibration sensor can monitor the lateral and vertical vibration acceleration in real time.

[0113] Furthermore, the dispatch center is communicatively connected to the mobile platform gate, the first data acquisition device, and the second data acquisition device to determine train departure / interception instructions.

[0114] Please see Figures 7-8 The second aspect of the present invention provides a safety protection method for high-speed railway platforms, based on the high-speed railway platform safety protection system described above, comprising the following steps:

[0115] S1. Obtain the mechanical status information of the train;

[0116] In some embodiments, the mechanical status information of the train refers to key parameters during train operation. In some embodiments, the mechanical status information includes: wheel roundness, bearing temperature, and lateral vibration of the vehicle body.

[0117] In some embodiments, wheel roundness is a parameter used to describe the roundness of the wheel tread circumference, specifically reflecting whether there are geometric defects such as non-roundness, flat spots, polygonal wear, or local dents during wheel rolling, and the wheel-rail impact, vibration, noise, and operational safety hazards that may be caused by these defects; bearing temperature is a parameter used to describe the thermal state of the bearing during operation, specifically reflecting whether the bearing is overheated, poorly lubricated, worn excessively, or has potential for failure during operation; lateral vibration of the car body is used to describe the instantaneous acceleration amplitude of the train body in the lateral direction, in order to assess the smoothness of train operation.

[0118] In some embodiments, the mechanical status information of the train can be obtained through a second acquisition device.

[0119] S2. In response to the train departure request, obtain information about foreign objects on the platform;

[0120] In some embodiments, platform foreign object information refers to information on whether there are foreign objects intruding into the platform when the train starts. In some embodiments, the platform foreign object information includes: whether there are foreign objects passing through during the closing of the sliding door 12; whether there are people lingering on the side of the moving platform door near the train; and the pressure on the door body during the closing of the sliding door 12.

[0121] In some embodiments, information about foreign objects on the platform can be obtained through a first acquisition device.

[0122] S3. Determine the train's health score;

[0123] In some embodiments, the train health score is a parameter used to describe the overall health status and performance level of the train. By integrating multiple operating parameters, performance indicators, and fault diagnosis information of the train, it quantitatively reflects whether the train is in normal operating condition or whether there are potential fault risks.

[0124] In some embodiments, determining the train health score includes:

[0125] S301. Determine the wheel roundness score;

[0126] In some embodiments, a wheel roundness score can be determined based on wheel roundness deviation and a wheel roundness deviation threshold.

[0127] In some embodiments, the wheel roundness score is calculated as follows:

[0128]

[0129] in, The wheel roundness is scored, where D is the wheel roundness deviation value. This is the threshold for wheel roundness deviation.

[0130] In some embodiments, the wheel roundness deviation value can be obtained by scanning the wheel shape with a laser profilometer, and the wheel roundness deviation threshold can be obtained through databases, historical data, etc.

[0131] S302. Determine the bearing temperature score;

[0132] In some embodiments, the bearing temperature score can be determined based on the bearing temperature and the bearing temperature threshold.

[0133] In some embodiments, the bearing temperature score is calculated as follows:

[0134]

[0135] in; Scoring the bearing temperature It is the hyperbolic tangent function. For bearing temperature; This refers to the bearing temperature threshold.

[0136] S303. Determine the vehicle body vibration score;

[0137] In some embodiments, the vibration score can be determined based on the vehicle body vibration coefficient;

[0138] In some embodiments, the vehicle body vibration score is calculated as follows:

[0139] ;

[0140] in, Rate the vehicle body vibration. This refers to the vehicle body vibration coefficient;

[0141] S304. Determine the train health weight matrix based on weather information;

[0142] In some embodiments, the train health weight matrix is:

[0143] ;

[0144] in, As the normalization factor, For wheel roundness weight, Bearing temperature weighting, For vibration weights, As an indicator of cold, As an indicator variable for heat, Used as an indicator variable for strong winds;

[0145] Among them, the normalization factor It is equal to the sum of the weights of each item in the train health weight matrix.

[0146] In some embodiments, the cold indicator variable, the heat indicator variable, and the wind indicator variable may be calculated in the following ways:

[0147] When the ambient temperature At 5℃, ,otherwise When the ambient temperature At 30℃, ,otherwise When the wind speed At 8 m / s, ,otherwise .

[0148] The reasons mentioned above are as follows: In cold weather, the weight of wheel roundness is increased, making the system more sensitive to wheelset geometric errors at low temperatures; in hot weather, the weight of bearing temperature is increased to prevent ambient temperature from masking the risk of bearing overheating; and in windy weather, the weight of vibration is increased to make the system more alert to wind-induced vibration, thereby improving the accuracy of train health scoring and reducing false alarms and missed alarms.

[0149] S304. The train health score is determined based on the wheel roundness score, bearing temperature score, car body vibration score, and train health weight matrix.

[0150] In some embodiments, the train health score can be calculated by weighted summation based on wheel roundness score, bearing temperature score, vehicle body vibration score, and train health weight matrix.

[0151] In some embodiments, the train health score is calculated as follows:

[0152] ;

[0153] in, Rate the train's health;

[0154] S4. Determine the platform safety score;

[0155] In some embodiments, the platform safety score is a parameter used to describe the safety status of platform operation, specifically reflecting whether there are foreign objects (such as passengers forcibly breaking through checkpoints, passengers being stranded on the platform, etc.) in the platform door area and the degree of potential risk they pose to train operation and passenger safety.

[0156] In some embodiments, determining the platform safety score includes:

[0157] S401. Determine the laser blocking score for the door gap;

[0158] In some embodiments, the laser blocking score of the door gap can be determined based on the number of laser beams blocked by the laser beam-blocking mechanism.

[0159] In some embodiments, the laser blocking score for the door gap is calculated as follows:

[0160] ;

[0161] in, Scoring for laser blocking of door gaps The number of blocked laser beams;

[0162] In some embodiments, the more laser beams are blocked, the more passengers are considered to have forcibly entered the side of the moving platform door closest to the train, and the lower the corresponding laser blocking score for the door gap.

[0163] S402. Determine the safety score for personnel staying in the area;

[0164] In some embodiments, the safety assessment of personnel staying can be achieved by detecting moving / stationary objects in the gap between the platform screen door and the train using millimeter-wave radar, and then analyzing the thermal characteristics of the targets detected by the radar using a thermal imager to determine whether they are human beings based on their body temperature characteristics.

[0165] In some more preferred embodiments, the safety score for personnel confinement can be evaluated by whether personnel are confined, the duration of confinement, and the distance between the confined personnel and the train.

[0166] In some embodiments, determining the safety score of the person's stay includes:

[0167] The safety score for stranded personnel is determined based on their length of stay and the distance between them and the train.

[0168] The specific method is as follows:

[0169] ;

[0170] in, Assess the safety of personnel staying in the area. The maximum dwell time is 60 seconds. The distance between stranded passengers and the train is defined as 0-1.5m.

[0171] In some embodiments, the longer the stranded person stays and the closer the stranded person is to the train, the higher the risk coefficient of the stranded person and the lower the corresponding safety score of the stranded person.

[0172] In some embodiments, when it is detected that a person has been staying on the platform for an extended period of time ( In such cases, the dispatch center can use real-time video confirmation to verify whether the stranded personnel are in danger.

[0173] S403, Determine the door pressure mutation score;

[0174] In some embodiments, the door pressure change score can be evaluated by the maximum pressure value received by the door frame pressure-sensitive strip on the sliding door 12 and the proportion of the pressure-bearing area.

[0175] The specific method for determining the gate pressure mutation score is as follows:

[0176] ;

[0177] in, Score the sudden change in gate pressure; This is the maximum pressure value; This represents the percentage of the area under pressure.

[0178] S404. Determine the platform foreign object risk weight matrix based on passenger flow information;

[0179] In some embodiments, the platform foreign object risk weight matrix is:

[0180] ;

[0181] in, As the normalization factor, For door gap laser blocking weight, Weighting of personnel stranded risk As the weight of sudden changes in gate pressure, As an indicator variable for peak hours, As an indicator of low visibility, Human traffic flow indicator variable;

[0182] Among them, the normalization factor It is equal to the sum of the weights of each item in the platform foreign object risk weight matrix.

[0183] In some embodiments, the peak hour indicator variable, the low visibility indicator variable, and the pedestrian flow indicator variable may be calculated in the following ways:

[0184] When the train is running during peak hours ,otherwise When the weather at the station is low visibility (fog / rain / snow), ,otherwise When the flow of people hour, ,otherwise .

[0185] The reasons mentioned above are that by increasing the weight of laser blocking at door gaps during peak hours, the system can trigger anti-pinch or re-opening actions earlier and more decisively, reducing the risk of people or objects being trapped while driving. In low visibility conditions, increasing the weight of the risk of people being stranded reduces the risk of missed reports due to "not being able to see clearly". In high passenger flow, increasing the weight of sudden changes in door pressure allows the system to promptly identify "abnormal group thrust" as a potential danger and trigger door release or alarm in a timely manner, avoiding damage to the door structure and passengers falling and trampling.

[0186] S405. Determine the platform safety score based on the laser blocking score of door gaps, the safety score of personnel staying, the sudden pressure change score of door body, and the platform foreign object risk weight matrix.

[0187] In some embodiments, the platform safety score can be calculated by weighted summation based on the laser blocking score at the door gap, the safety score for personnel staying in the area, the sudden change in door pressure, and the platform foreign object risk weight matrix.

[0188] In some embodiments, the platform safety score is calculated as follows:

[0189] ;

[0190] in, Rate the platform safety;

[0191] S5. Based on the target scenario, determine the dynamic threshold set for train health and the dynamic threshold set for platform safety;

[0192] In some embodiments, the train health dynamic threshold set refers to a set of thresholds used to determine whether a train is in a healthy state. In some embodiments, the train health dynamic threshold set may include a first health threshold and a second health threshold.

[0193] In some embodiments, the platform safety dynamic threshold set refers to a set of thresholds used to determine whether a platform is in an installation state. In some embodiments, the platform safety dynamic threshold set may include a first safety threshold and a second safety threshold.

[0194] In some embodiments, the dynamic threshold set for train health and the dynamic threshold set for platform safety can be set based on the train operating period. For example, during peak train operating periods, the passenger flow is greater than during off-peak operating periods and night operating periods, and the risk at platform doors is higher. Therefore, different dynamic thresholds for health and safety can be set according to peak operating periods, off-peak operating periods, and night operating periods.

[0195] S6. Determine the departure information of the first train based on the train health score and the dynamic threshold set of train health, and determine the departure information of the second train based on the platform safety score and the dynamic threshold set of platform safety.

[0196] In some embodiments, the first train departure information can be confirmed by comparing the train health score with health thresholds in a dynamic train health threshold set. For example, a first health threshold and a second health threshold are generated based on the train's operating time. When the train health score is greater than the first health threshold, train departure information is generated; when the train health score is greater than the second health threshold but less than the first health threshold, departure information after manual review is generated; and when the train health score is less than the first health threshold, departure interception information is generated.

[0197] In some embodiments, the first health threshold and the second health threshold can be set based on the train's operating period. For example, when the train is in nighttime operation mode, the train is in a high-speed operation demand phase, and the first health threshold and the second health threshold are higher than those during peak and off-peak operation.

[0198] By analyzing the train's operating mode in the target scenario, a dynamic threshold set for train health is generated. Based on the target scenario and the dynamic threshold set for train health, departure information is determined. Appropriate health thresholds can be applied to different train operating modes, significantly reducing false alarms caused by mismatch between health thresholds and scenarios, thereby improving the timeliness and accuracy of departure information.

[0199] In some embodiments, the second train departure information can be confirmed by comparing the platform safety score with the safety thresholds in the platform dynamic threshold set. For example, a first safety threshold and a second safety threshold are generated based on the train running time. When the platform safety score is greater than the first safety threshold, train departure information is generated. When the platform safety score is greater than the second safety threshold but less than the first safety threshold, departure information after manual review is generated. When the platform safety score is less than the first safety threshold, departure information is intercepted.

[0200] In some embodiments, the first safety threshold and the second safety threshold can be set based on the train operating period. For example, when the train is in peak operating mode, the passenger flow in the platform door area is greater, and the first safety threshold and the second safety threshold are higher than the values ​​when the train is operating during off-peak hours and at night.

[0201] By analyzing the train's operating mode in the target scenario, a set of dynamic safety thresholds for the platform is generated. Departure information is then determined based on the target scenario and the set of dynamic safety thresholds for the platform. This allows for the application of appropriate safety thresholds to different train operating modes, significantly reducing false alarms caused by mismatches between safety thresholds and scenarios, thereby improving the timeliness and accuracy of departure information.

[0202] S7. Generate final departure information based on the departure information of the first train and the departure information of the second train;

[0203] In some embodiments, the final departure information can be confirmed by combining the departure information of the first train and the departure information of the second train.

[0204] In some embodiments, the dispatch center can only issue a departure notice to the train when both the first train departure information and the second train departure information are train departure information; if either the first train departure information or the second train departure information contains a set of intercepted departure information, the dispatch center will issue an intercepted departure notice to the train; if either the first train departure information or the second train departure information contains a set of manually verified departure information, the dispatch center will immediately issue a manual verification instruction, and the departure instruction can only be issued after the manual verification is passed.

[0205] Finally, it should be noted that the embodiments disclosed in this invention are merely preferred embodiments of this invention and are only used to illustrate the technical solutions of this invention, not to limit it. Although this invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this invention.

Claims

1. A high-speed rail platform safety protection method, characterized in that, The application discloses a high-speed rail platform safety protection system, which comprises a mobile platform door, a first acquisition device arranged on the mobile platform door, a second acquisition device and a dispatch center connected with the mobile platform door, the first acquisition device and the second acquisition device. The first acquisition device is used for acquiring foreign matter information in the platform, the second acquisition device is used for acquiring mechanical state information of the train, and the dispatch center is used for determining train departure / interception instructions. The mobile platform door comprises a shielding mechanism, a guide mechanism connected with the shielding mechanism and a transmission mechanism connected with the shielding mechanism and the guide mechanism. The shielding mechanism comprises a sliding retaining wall, a sliding door connected with the sliding retaining wall and a support assembly connected with the sliding retaining wall. The second acquisition device comprises a wheel roundness detection mechanism, a bearing temperature detection mechanism and a vehicle body transverse vibration detection mechanism. The high-speed rail platform safety protection method comprises the following steps. Acquiring the mechanical state information of the train; Acquiring the platform foreign matter information in response to a train departure request; Determining a train health score; Determining a platform safety score; Determining a train health dynamic threshold set and a platform safety dynamic threshold set based on a target scenario; Determining first train departure information based on the train health score and the train health dynamic threshold set and determining second train departure information based on the platform safety score and the platform safety dynamic threshold set; Generating final departure information based on the first train departure information and the second train departure information; The determination of the train health score comprises the following steps. Determining a wheel roundness score; Determining a bearing temperature score; Determining a vehicle body vibration score; Determining a train health weight matrix based on weather information; Determining the train health score based on the wheel roundness score, the bearing temperature score, the vehicle body vibration score and the train health weight matrix. The calculation method of the wheel roundness score is as follows. ； wherein, D is a wheel roundness deviation value, D is a wheel roundness deviation threshold value; The calculation method of the bearing temperature score is as follows. ； wherein; is a bearing temperature score, is a hyperbolic tangent function, is a bearing temperature; is a bearing temperature threshold; The calculation method of the vehicle body vibration score is as follows. ； wherein, is a vehicle body vibration score, is a vehicle body vibration coefficient; The train health weight matrix is as follows. ； wherein, is a normalization factor, is a wheel roundness weight, is a bearing temperature weight, is a vibration weight, is a coldness indication variable, is a hotness indication variable, is a high wind indication variable; The calculation method of the train health score is as follows. ； wherein, is the train health score.

2. The high-speed rail platform safety protection method according to claim 1, wherein The support assembly comprises a second roller, a support frame and a third roller arranged at the bottom of the support frame, wherein the second roller is arranged at the bottom of the sliding retaining wall, the support frame is connected with the side of the sliding retaining wall close to the train, and the third roller is connected with the bottom of the support frame. The support assembly further comprises a guide wheel and a guide rail matched with the guide wheel, and the guide wheel is arranged at the bottom of the sliding retaining wall.

3. The high-speed rail platform safety protection method according to claim 2, wherein The guide mechanism comprises a guide groove, a sliding rail arranged in the guide groove and a sliding block in sliding connection with the sliding rail. The transmission mechanism comprises a rack, a gear matched with the rack and a motor connected with the gear. The rack is arranged on the sliding rail, and the gear is in engagement with the rack. The transmission mechanism further comprises a first magnet, a second magnet matched with the first magnet and a stepping plate between the first magnet and the second magnet, wherein the first magnet is arranged on the sliding block, and the second magnet is arranged on the support assembly. The step board is arranged on the guide groove and used for closing the guide groove.

4. The high-speed rail platform safety protection method of claim 1, wherein, The first collecting device comprises: a foreign matter passing detection mechanism for determining whether a foreign matter passes during closing of the sliding door; a personnel staying detection mechanism for determining whether a person stays on a side of the moving platform door close to the train; and a door body pressure detection mechanism for determining pressure on the door body during closing of the sliding door.

5. The high-speed rail platform safety protection method according to claim 4, wherein, The determination of the platform safety score comprises: determining a door gap laser blocking score; determining a personnel staying safety score; determining a door body pressure mutation score; determining a platform foreign matter risk weight matrix based on passenger flow information; determining a platform safety score based on the door gap laser blocking score, the personnel staying safety score, the door body pressure mutation score, and the platform foreign matter risk weight matrix.

6. A high-speed rail platform safety protection method according to claim 5, characterized in that, The calculation method of the door gap laser blocking score is: ； wherein, is the door gap laser blockage score, is the number of blocked laser beams; The determination of the personnel staying safety score comprises: determining the personnel staying safety score based on staying time of the staying person and distance between the staying person and the train; The specific method is: ； wherein, is a score for the safety of the person staying, is the time of stay, maximum 60 s, is the distance between the staying person and the train, ranging from 0-1.5 m; The specific method of determining the door body pressure mutation score is: ； wherein, is the door pressure mutation score; is the maximum pressure value; is the pressure area ratio; The platform foreign matter risk weight matrix is: ； wherein, is a normalization factor, is a door gap laser blocking weight, is a personnel dwell risk weight, is a door body pressure mutation weight, is a peak hour indication variable, is a low visibility indication variable, is a passenger flow indication variable; The calculation method of the platform safety score is: ； wherein, is a platform safety score.

7. The high-speed rail platform safety protection method of claim 5, wherein, The train health dynamic threshold set refers to a threshold set for judging whether the train is in a healthy state, and the train health dynamic threshold comprises a first health threshold and a second health threshold; The platform safety dynamic threshold set refers to a threshold set for judging whether the platform is in a safe state, and the platform safety dynamic threshold set comprises a first safety threshold and a second safety threshold; The train health dynamic threshold set and the platform safety dynamic threshold set are set based on a train operation time period, The first train departure information is confirmed by comparing the train health score with the health threshold in the train health dynamic threshold set, and comprises: generating the first health threshold and the second health threshold according to the train operation time period; when the train health score is greater than the first health threshold, generating the train departure information; when the train health score is greater than the second health threshold and less than the first health threshold, generating the manually reviewed departure information; and when the train health score is less than the first health threshold, generating the interception departure information; The second train departure information is confirmed by comparing the platform safety score with the safety threshold in the platform dynamic threshold set, and comprises: generating the first safety threshold and the second safety threshold according to the train operation time period; when the platform safety score is greater than the first safety threshold, generating the train departure information; when the platform safety score is greater than the second safety threshold and less than the first safety threshold, generating the manually reviewed departure information; and when the platform safety score is less than the first safety threshold, generating the interception departure information.

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