Railway operation safety protection system and method

Abstract

The invention discloses a railway operation safety protection system and method, and the system comprises a train control server which is in signal connection with trackside equipment of a station, and generates route information for a train based on the state of the trackside equipment; the vehicle-mounted controller is provided with an electronic map, a satellite receiving unit, a wireless communication unit and an arithmetic unit; the satellite positioning antenna is matched with the satellite receiving unit and is used for acquiring longitude and latitude information of the train; the wireless communication antenna is matched with the wireless communication unit to realize wireless communication between the vehicle-mounted controller and the train control server; and the arithmetic unit is configured to map the latitude and longitude information of the train into an electronic map, search the nearest dangerous point in front of the train in the electronic map based on the operation mode, the position of the train in the electronic map and the route information provided by the train control server, and take the dangerous point as an end point permitted by the train to run. The system is not limited by operation modes, and safety protection can be carried out on the whole train operation process.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to a railway operation safety protection system and method. BACKGROUND

[0002] In existing conventional speed railways, the train safety protection system is in a split state of "double system, double channel".

[0003] Train operation relies on the train operation monitoring and recording device (LKJ) to realize safety protection in cooperation with ground coding. LKJ obtains "track occupation / idle" and speed code information through track circuit coding, and cannot directly read the route data of interlocking. LKJ also cannot automatically confirm the track where the train is located, and needs the driver to manually input the track number, which is low in automation and has the risk of misinput and omission.

[0004] Shunting operation relies on the shunting train protection (STP) to realize safety protection. STP obtains the information of interlocked shunting route and signal opening state through wireless communication in real time, realizes the safety protection of shunting train, but its train operation permission calculation logic and communication protocol are independent of LKJ.

[0005] The main problems brought by the above-mentioned separate architecture include:

[0006] Device redundancy: the locomotive needs to install and maintain two sets of main machines (LKJ, STP) at the same time, and the cost of hardware, wiring, maintenance and software upgrade is doubled.

[0007] Medium heterogeneity: LKJ relies on track circuit coding, and STP relies on wireless communication, the transmission channel, interface protocol and safety mechanism are all different, which leads to the difficulty of data sharing between systems.

[0008] Functional split: LKJ cannot obtain train route information, and the driver has many manual intervention links; STP cannot directly reuse the mature functions of LKJ such as speed and distance measurement, brake control, etc., resulting in repeated development.

[0009] Safety risk: manual input of track number and switching operation of two sets of systems increase the probability of human error, which is not conducive to train safety.

[0010] The statements herein only provide background technology related to the present application, and do not necessarily constitute prior art. SUMMARY

[0011] The present application aims to provide a railway operation safety protection system and method, which overcomes the problem of non-uniform train operation permission calculation in train operation mode and shunting operation mode, and can perform safety protection on the whole train operation process.

[0012] To achieve the above-mentioned purpose, the present application provides a railway operation safety protection system, comprising:

[0013] a train control server, which is signal connected with trackside equipment of a station to obtain trackside equipment states, and generates corresponding route information for a train based on the trackside equipment states;

[0014] a vehicle-mounted controller, which is equipped with an electronic map, a satellite receiving unit, a wireless communication unit and a calculation unit;

[0015] a satellite positioning antenna, which cooperates with the satellite receiving unit to obtain longitude and latitude information of the train;

[0016] a wireless communication antenna, which cooperates with the wireless communication unit to realize wireless communication between the vehicle-mounted controller and the train control server;

[0017] the calculation unit is configured to map the longitude and latitude information of the train to the electronic map to obtain the position of the train in the electronic map, and search for the nearest dangerous point in front of the train in the electronic map based on the operation mode, the position of the train in the electronic map, the route information provided by the train control server, and take the dangerous point as the end point of the train operation permission; the operation mode includes train operation mode and shunting operation mode.

[0018] Optionally, the station yard elements at least include: section, turnout, signal, end, station boundary, and one-degree parking point of shunting;

[0019] the electronic map at least includes: the station yard elements, the positions of the station yard elements in the station yard, the topological relationship between the tracks, the allowable speed and slope of each section;

[0020] the calculation unit is further configured to calculate the distance-speed curve for the train based on the operation mode, the train braking model, the allowable speed and slope.

[0021] Optionally, the trackside equipment states include: signal state, turnout state and section occupancy state.

[0022] Optionally, in the train operation mode, the dangerous points include: turnout with unknown position, closed signal and end;

[0023] in the shunting operation mode, the dangerous points include: turnout with unknown position, closed signal, end, station boundary and one-degree parking point.

[0024] Optionally, the vehicle-mounted controller further comprises a human-computer interaction unit; the human-computer interaction unit comprises an unlocking key and a display screen;

[0025] In the shunting operation mode, the train driver requests to extend the running permit by pressing the unlocking key;

[0026] The operation unit is configured to allow the request when a route ahead of the train is established, a position of a turnout ahead of the train is known, and a distance between a front end of the train and a closed signal ahead of the train is less than or equal to a set first distance threshold.

[0027] The display screen is used to display prompt information when the train enters a terminal track or a route end section.

[0028] Optionally, in the shunting operation mode, the calculation unit further judges whether the route end section is occupied based on the route information; if the route end section is occupied, the distance-speed curve is configured to limit a speed of the train entering the route end section to be less than or equal to a preset speed threshold.

[0029] Optionally, in the shunting operation mode, the distance-speed curve is further configured to limit a speed of the train entering the terminal track to be less than or equal to a preset speed threshold.

[0030] The present application also provides a railway operation safety protection method, which is realized by using the railway operation safety protection system as described in the present application, and comprises the following steps:

[0031] S1, selecting an operation mode; the operation mode comprises a train operation mode and a shunting operation mode;

[0032] S2, obtaining route information of a train;

[0033] S3, collecting longitude and latitude information of the train in real time, and mapping the longitude and latitude information to an electronic map to obtain a position of the train in the electronic map;

[0034] S4, searching for a nearest dangerous point ahead of the train in the electronic map based on the position of the train in the electronic map and a state of a wayside device in the route information, and taking the dangerous point as an end point of a running permit;

[0035] In the train operation mode, the dangerous point comprises a turnout with an unknown position, a closed signal and a terminal; in the shunting operation mode, the dangerous point comprises a turnout with an unknown position, a closed signal, a terminal, a station boundary and a one-degree stopping point.

[0036] Optionally, the railway operation safety protection method further comprises the following steps:

[0037] S5, calculating a distance-speed curve for the train according to the operation mode, the train brake model, the allowed speed of the section, and the slope.

[0038] Optionally, in the shunting mode, step S5 comprises:

[0039] Based on the route information, judging whether the last section of the route is occupied; if occupied, the distance-speed curve is configured to limit the speed of the train entering the last section of the route to be less than or equal to a preset speed threshold.

[0040] Optionally, in the shunting mode, the distance-speed curve is further configured to limit the speed of the train entering the dead end track to be less than or equal to a preset speed threshold.

[0041] Optionally, in the shunting operation mode, further comprising the step of:

[0042] S6, the driver requests to unlock to extend the driving permission to pass the front closed signal, station boundary; if the unlocking condition is met, the unlocking is allowed and the next dangerous point is searched by passing the front closed signal, station boundary, and the driving permission is recalculated; otherwise, the unlocking is prohibited.

[0043] The unlocking condition is that the route in front of the train has been established, the position of the turnout in front of the train is known, and the distance between the train running front end and the front closed signal or station boundary is less than or equal to a set first distance threshold.

[0044] Optionally, in the shunting operation mode, further comprising the step of:

[0045] S7, generating a prompt information for the driver when the train enters the last section of the route or the dead end track.

[0046] Compared with the prior art, the beneficial effects of the present application are that:

[0047] The railway operation safety protection system and method of the present application constructs a driving permission calculation (MA, Movement Authority) system commonly used in train operation and shunting operation, realizes safety protection in the whole process of train operation, and overcomes the problem of non-uniform driving permission calculation in train operation and shunting operation in the prior art.

[0048] The present application reduces the amount of train-ground interaction data to the minimum by simplifying the data format, unifying the transmission channel, and compressing the protocol level, thereby significantly relaxing the bandwidth and delay requirements of the wireless link.

[0049] The present application does not rely on trackside coded equipment to realize safety protection, and does not need to switch different safety protection systems according to different operation modes, has high integration, and greatly reduces the operation and maintenance cost.

[0050] The present application minimizes the driver's manual intervention. In the shunting operation, on the one hand, the extended driving permission request can be automatically judged, and on the other hand, the speed limit is triggered when the train enters the terminal track or the end section of the route, which significantly reduces the space for human error and improves the overall operation safety. BRIEF DESCRIPTION OF DRAWINGS

[0051] Figure 1 It is a structural schematic diagram of the railway operation safety protection system of the present application.

[0052] Figure 2 It is a data frame format schematic diagram of the wireless communication between the train control server and the on-board controller in the embodiment of the present application.

[0053] Figure 3 It is a flowchart of the railway operation safety protection method in the embodiment of the present application.

[0054] Figure 4 It is a flowchart of the railway operation safety protection method in an embodiment.

[0055] Figure 5 It is a flowchart of the railway operation safety protection method in the shunting operation mode in another embodiment.

[0056] Figure 6 It is a schematic diagram of the driving permission after the establishment of the departure route in scenario 1.

[0057] Figure 7 It is a schematic diagram of the driving permission after the establishment of the arrival route in scenario 2.

[0058] Figure 8 It is a schematic diagram of the driving permission after the establishment of the shunting route in scenario 3.

[0059] Figure 9 It is a schematic diagram of the driving permission after the establishment of the shunting route from the end section of the route to the terminal track in scenario 4. DETAILED DESCRIPTION

[0060] The railway operation safety protection system and method according to the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. The advantages and features of the present application will be more apparent according to the following description. It should be noted that the accompanying drawings are very simplified and all use non-precise proportions, only for the purpose of facilitating and clearly assisting the description of the embodiments of the present application. In order to make the purpose, features and advantages of the present application more apparent and easy to understand, please refer to the accompanying drawings. It should be noted that the structure, proportion, size and the like shown in the drawings attached to the present specification are only used to cooperate with the content disclosed in the specification, for the understanding and reading of those skilled in the art, and are not used to limit the defined conditions for the implementation of the present application, so they do not have technical significance. Any modification of structure, change of proportion relationship or adjustment of size, without affecting the effect and purpose that can be achieved by the present application, should still fall within the scope of the technical content disclosed by the present application.

[0061] As shown in Figure 1 , in the embodiment of the present application, the railway operation safety protection system comprises a train control system 1 and a vehicle-mounted device 3. The vehicle-mounted device 3 comprises an on-board controller 30 (OBC), a wireless communication antenna 31 and a satellite positioning antenna 32.

[0062] In the embodiment, as shown in Figure 1 , the train control system 1 comprises a train control server 11 (TCS). The train control server 11 is connected to the trackside equipment (i.e. interlocking equipment 22) of the station through a dispatch center interface server 12 to obtain the trackside equipment state. The train control server 1 also generates a work plan for the train, handles the route and generates the corresponding route information according to the trackside equipment state. In the embodiment, the trackside equipment state comprises the signal state, the turnout state (also known as turnout position or turnout direction, used to describe that the turnout is in normal position or reverse position) and the section occupancy state.

[0063] As shown in Figure 1 , the on-board controller 30 is equipped with an electronic map 36, a satellite receiving unit 34, a wireless communication unit 35 and a calculation unit 33.

[0064] The station yard elements at least include sections, turnouts, signals, terminals, station boundaries and shunting one-degree parking points. The electronic map 36 at least includes the station yard elements, the positions of the station yard elements in the station yard, the topological relationship between the tracks, the allowable speed and the slope of each section.

[0065] The satellite positioning antenna 32 cooperates with the satellite receiving unit 34 to obtain the latitude and longitude information of the train. In one embodiment, as shown in Figure 1As shown, the station is also equipped with a satellite differential station 21, which is used to send differential information to the satellite positioning antenna 32. The satellite receiving unit 34 corrects the train's latitude and longitude information based on the differential information.

[0066] like Figure 1 As shown, the wireless communication antenna 31 cooperates with the wireless communication unit 35 to realize wireless communication between the vehicle controller 30 and the train control server 1. Figure 1 As shown, the train control server 11 wirelessly transmits route information data frames to the on-board controller 30 via the wireless communication interface server 13. The format of the data frames is as follows: Figure 2 As shown. This invention reduces the amount of vehicle-to-ground interaction data to a minimum by simplifying the data format, unifying the transmission channel, and compressing the protocol layers, thereby significantly relaxing the bandwidth and latency requirements of the wireless link.

[0067] The computing unit 33 is configured to: map the latitude and longitude information of the train onto the electronic map 36 to obtain the position of the train in the electronic map 36; and based on the operation mode (including train operation mode and shunting operation mode), the position of the train in the electronic map 36, route information and trackside equipment status, search for the nearest danger point ahead of the train in the electronic map 36, and take the danger point as the end point of the train's travel permit (the train can travel from the current position to the end point of the travel permit).

[0068] The onboard controller 30 of this invention can switch between train operation mode and shunting operation mode. The onboard controller 30 can select different modes based on manual input or automatically according to the aforementioned operation plan. In this embodiment, the hazardous points in the train operation mode include: switches with unknown locations, closed signals, and dead ends. The hazardous points in the shunting operation mode include: switches with unknown locations, closed signals, dead ends, station boundaries, and one-degree stopping points.

[0069] When searching for hazards, the search begins from the train's current position on electronic map 36 and proceeds forward according to the route information and electronic map 36. If a turnout element is encountered, the search continues forward according to the turnout direction. When a signal is found, if the signal is open, the search continues forward until a hazard is encountered and then stops.

[0070] When the wireless communication between the on-board controller 30 and the train control server 1 fails (train-ground communication failure), the on-board controller 30 cannot acquire the route information, i.e., cannot acquire the switch state and the signal machine opening state. Then, the switch in front of the train is a switch with unknown position, and the signal machine in front of the train is a closed signal machine. The operation unit 33 takes the one closest to the train among the switch and the signal machine in front of the train as the nearest danger point, takes the danger point as the end point of the train operation permission, and meets the failure-oriented safety requirement. Through the present application, even when the train-ground communication fails, the train can be ensured to run safely.

[0071] The present application constructs a train operation and shunting operation shared train operation permission calculation system, realizes the safety protection of the whole train operation process, and overcomes the problem of non-uniform train operation permission calculation in the train operation and shunting operation in the prior art.

[0072] The operation unit 33 is further configured to calculate a distance-speed curve for the train based on the operation mode, the train braking model, the allowed speed and the slope of the section. The train is protected from overspeeding and advancing to a danger point through the distance-speed curve. It should be noted that the distance-speed curve is generated before the train enters the route.

[0073] In the shunting operation mode, the operation unit 33 judges whether the last section of the route is occupied based on the route information. If it is occupied, the distance-speed curve is configured to limit the speed of the train entering the last section of the route to be less than or equal to a preset speed threshold.

[0074] In the shunting operation mode, the operation unit 33 further configures the distance-speed curve to limit the speed of the train entering the dead-end track to be less than or equal to a preset speed threshold.

[0075] In the present embodiment, as shown in FIG. 7, the on-board controller 30 further includes a human-computer interaction unit 37. The human-computer interaction unit 37 includes an unlocking key (not shown in the figure) and a display screen (not shown in the figure). Figure 1

[0076] In the shunting operation mode, when the train stops in front of a closed signal machine, if the front signal machine fails, other vehicles occupy the front track section, the front signal machine cannot be opened, but it is necessary to pass through the closed signal machine, the present system provides an operation condition for canceling the parking control for the signal machine.

[0077] ​In the shunting operation mode, the train driver presses the unlocking key to request unlocking to extend the driving permission to pass the closed signal ahead or station boundary. The operation unit 33 judges whether the unlocking condition is met, and if yes, the unlocking is allowed, otherwise, the unlocking is refused. The unlocking condition is that the route ahead of the train is established, the position of the turnout ahead of the train is known, and the distance between the front end of the train and the closed signal ahead is less than or equal to the set first distance threshold.

[0078] After the unlocking is allowed, the operation unit 33 further searches the next dangerous point according to the route information to pass the closed signal ahead of the train or the station boundary, and re-calculates the driving permission.

[0079] When the route ahead of the train is not established and the position of the turnout ahead of the train is unknown, the calculation of the driving permission after passing the closed signal ahead of the train or the station boundary cannot be completed due to the failure to search the dangerous point, and thus the unlocking is prohibited.

[0080] The display screen is used to display the corresponding prompt information when the train enters the terminal track or the route end section, and the unlocking is prohibited.

[0081] As shown in Figure 1 The vehicle-mounted controller 30 further includes a speed and distance measuring unit 38 which is signal connected with a speed sensor 41 of the train. The operation unit 33 calculates the speed value of the train based on the acquisition result of the speed sensor 41, and monitors the normal driving of the train based on the speed value and the distance-speed curve. In an embodiment, if the speed value of the train driving in the route end section exceeds the preset speed threshold value, the operation unit outputs a braking command to trigger the emergency braking of the train.

[0082] The present application further provides a railway operation safety protection method, which is realized by using the railway operation safety protection system as described in the present application, and as shown in Figure 3 The method includes the following steps:

[0083] S1, selecting an operation mode.

[0084] The operation mode includes a train operation mode and a shunting operation mode.

[0085] The operation mode can be selected by manual or automatically by the vehicle-mounted controller according to the operation plan issued by the train control server.

[0086] S2, obtaining the route information of the train.

[0087] S3, acquiring the latitude and longitude information of the train in real time, and mapping the latitude and longitude information to the electronic map to obtain the position of the train in the electronic map.

[0088] S4, searching for the nearest dangerous point in front of the train in the electronic map based on the position of the train in the electronic map and the trackside equipment state in the route information; when the on-board controller is in normal communication with the train control server, taking the dangerous point as the end point of the movement authority.

[0089] In one embodiment, when the on-board controller is in communication failure with the train control server, taking the nearest turnout or signal in front of the train as the end point of the movement authority.

[0090] In one embodiment, as shown in Figure 4 the railway operation safety protection method further comprises the steps of:

[0091] S5, calculating a distance-speed curve for the train according to the operation mode, the train braking model, the allowed speed and the slope of the section.

[0092] In the shunting mode, step S5 comprises:

[0093] determining whether the end section of the route is occupied based on the route information; if occupied, the distance-speed curve is configured to limit the speed of the train entering the end section of the route to be less than or equal to a preset speed threshold.

[0094] In the shunting mode, the distance-speed curve is further configured to limit the speed of the train entering the dead end track to be less than or equal to a preset speed threshold.

[0095] In another embodiment, as shown in Figure 5 the railway operation safety protection method of the present application in the shunting operation mode further comprises the steps of:

[0096] S6, the driver requests to be unlocked to extend the movement authority beyond the front closed signal or station boundary; if the unlocking condition is met, the unlocking is allowed and the next dangerous point is searched beyond the front closed signal or station boundary to recalculate the movement authority; otherwise, the unlocking is prohibited.

[0097] The unlocking condition is that the route in front of the train has been established, the position of the turnout in front of the train is known, and the distance between the front end of the train and the front closed signal or station boundary is less than or equal to a set first distance threshold.

[0098] S7, generating a prompt information for the driver when the train enters the end section of the route or the dead end track.

[0099] The present application does not rely on trackside coded equipment to achieve safety protection, and does not need to switch different safety protection systems according to different operation modes, has high integration, and greatly reduces the operation and maintenance cost.

[0100] The application minimizes the manual intervention of the driver: on the one hand, it can automatically judge the extension of the driving permission request, and on the other hand, it triggers the speed limit as soon as the train enters the end track or the last section of the route, significantly reducing the space for human error and improving the overall safety of operation.

[0101] The following describes how to protect the whole process of train operation by the application in combination with scenarios 1 to 4.

[0102] In scenario 1, as shown in Figure 6 , the train stops in front of signal machine XIII at station A. The on-board controller locates the train in the electronic map based on the latitude and longitude information of the train, and the train position is the offset based on the starting point of track 1. The on-board controller is in the train operation mode.

[0103] After the departure route of signal machine XIII-signal machine S is established, the train control server sends the information of the opening of signal machine XIII and the position information of No. 2 turnout to the on-board controller.

[0104] Based on the current train position, the on-board controller searches forward using the electronic map, signal machine XIII is open, continues to search forward, searches to No. 2 turnout, continues to search forward along the positioning direction, and searches to the entrance signal machine X of station B.

[0105] Since the route of station B is not handled at this time, the train control server does not send the state of signal machine X to the on-board controller. The on-board controller takes the entrance signal machine X of station B as a dangerous point, and calculates the driving permission based on the position of the entrance signal machine X.

[0106] During the train operation, the on-board controller also calculates the distance-speed curve in combination with the driving permission, the allowed speed and slope of the section, and automatically protects the train from overspeed during the operation, and prevents the train from advancing to the entrance signal machine X of station B.

[0107] In scenario 2, as shown in Figure 7 , after the arrival route of signal machine X-signal machine X3 is established, the train control server sends the information of the opening of signal machine X and the states of No. 7, No. 9 and No. 11 turnouts to the on-board controller.

[0108] The train is monitored to run into signal machine X3. During the process, taking No. 7 turnout as an example, the on-board controller receives the information that No. 7 turnout is in the reverse position, projects the train position to track 11 after passing through No. 7 turnout, and then calculates the train position based on the starting point of track 11.

[0109] In scenario 3, as shown in Figure 8As shown, the vehicle controller enters the shunting mode. After establishing the shunting route from signal X3 to the end section SJG, the train control server sends the vehicle controller the information that signal X3 is open, No. 4 turnout is reversed, and the end section SJG is occupied.

[0110] The vehicle controller searches for the dangerous point according to the electronic map, and searches from signal X3, No. 4 turnout to the shunting station boundary (S signal), taking this point as the dangerous point, and calculates the train operation permission.

[0111] Since the train control server sends the vehicle controller that the end section SJG is occupied, the vehicle controller limits the allowable speed of the train entering the end section SJG to a low speed (not more than a preset speed threshold).

[0112] In scenario four, as shown, the train arrives at the end section SJG and completes the reversing. After establishing the shunting route from signal D2 to the end, the train control server sends the vehicle controller the information that signals D2, D10 and D12 are open, and the positions of No. 2 turnout, No. 12 turnout, No. 14 turnout and No. 18 turnout. Figure 9 The train operation permission is calculated, taking the end as the dangerous point of the train operation permission, and limiting the allowable speed of entering the end track to a low speed (not more than a preset speed threshold).

[0113] It should be noted that in this document, the terms "comprise", "comprising", or any other variant thereof are intended to cover non-exclusive inclusions, so that processes, methods, articles or devices that include a series of elements not only include those elements, but also include other elements not explicitly listed, or inherent to such processes, methods, articles or devices. Without more limitations, the element defined by the statement "comprises a" does not exclude the presence of another identical element in the process, method, article or device that includes the element.

[0114] In the description of the present application, it should be understood that the terms "center", "height", "thickness", "upper", "lower", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In the description of the present application, unless otherwise stated, the meaning of "a plurality of" is two or more.

[0115]

[0116] ​In the description of the application, unless otherwise clearly specified and limited, the terms "mounting", "connection", "linking", "fixing" should be understood in a broad sense, for example, can be fixed connection, can also be detachable connection, or integral; can be mechanical connection, can also be electrical connection; can be directly connected, can also be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction relationship of two elements. For those skilled in the art, the specific meaning of the above terms in the application can be understood according to the specific circumstances.

[0117] In the present application, unless otherwise clearly specified and limited, "on" or "under" of the first feature to the second feature can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, "on", "above" and "above" of the first feature to the second feature include that the first feature is directly above and obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. "Below", "below" and "below" of the first feature to the second feature include that the first feature is directly below and obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0118] Although the content of the present application has been described in detail through the above preferred embodiments, it should be recognized that the above description should not be considered as a limitation of the present application. After reading the above content, various modifications and alternatives of the present application will be obvious to those skilled in the art. Therefore, the protection scope of the present application should be defined by the appended claims.

Claims

1. A railway operation safety protection system, characterized in that, Comprising: a train control server, which is signal connected with trackside equipment of a station to obtain trackside equipment states, and generates corresponding route information for a train based on the trackside equipment states; an on-board controller, which is equipped with an electronic map, a satellite receiving unit, a wireless communication unit and a computing unit; a satellite positioning antenna, which cooperates with the satellite receiving unit to obtain latitude and longitude information of the train; a wireless communication antenna, which cooperates with the wireless communication unit to realize wireless communication between the on-board controller and the train control server; the computing unit is configured to: map the latitude and longitude information of the train into the electronic map to obtain the position of the train in the electronic map; and based on the operation mode, the position of the train in the electronic map, the route information provided by the train control server, search for the nearest dangerous point in front of the train in the electronic map, and take the dangerous point as the end point of the train operation permit; the operation mode includes train operation mode and shunting operation mode.

2. The railway operation safety protection system according to claim 1, wherein the station yard elements at least include: section, turnout, signal, end, station boundary, and one-degree parking point of shunting; the electronic map at least includes: the station yard elements, the positions of the station yard elements in the station yard, the topological relationship between the tracks, the allowable speed and slope of each section; the computing unit is further configured to: based on the operation mode, train braking model, the allowable speed and slope, calculate the distance-speed curve for the train.

3. The railroad movement safety protection system as recited in claim 1, wherein, The trackside equipment states include: signal state, turnout state and section occupancy state.

4. The railway operation safety protection system according to claim 1, wherein in the train operation mode, the dangerous points include: turnout with unknown position, closed signal and end; in the shunting operation mode, the dangerous points include: turnout with unknown position, closed signal, end, station boundary and one-degree parking point.

5. The railroad movement safety protection system as recited in claim 1, wherein, The on-board controller further comprises a human-computer interaction unit; the human-computer interaction unit comprises an unlocking key and a display screen; in the shunting operation mode, the train driver requests to extend the train operation permit by pressing the unlocking key; the computing unit is configured to: when the route in front of the train has been established, the position of the turnout in front of the train is known, and the distance between the running front end of the train and the closed signal in front of the train is less than or equal to the set first distance threshold, the request is allowed; the display screen is used to display prompt information when the train enters the end track or the last section of the route.

6. The railroad movement safety protection system as recited in claim 2, wherein, In the shunting operation mode, the computing unit further judges whether the last section of the route is occupied based on the route information; if it is occupied, the distance-speed curve is configured to limit the speed of the train entering the last section of the route to be less than or equal to the preset speed threshold.

7. The railroad movement safety protection system as recited in claim 6, wherein, In the shunting operation mode, the distance-speed curve is further configured to limit the speed of the train entering the end track to be less than or equal to the preset speed threshold.

8. A method for protecting the safety of railway operation, which is implemented by using the railway operation safety protection system according to any one of claims 1 to 7, characterized in that, The method comprises the steps of: S1, selecting an operation mode; the operation mode includes train operation mode and shunting operation mode; S2, obtaining the route information of the train; S3, real-time acquisition of the latitude and longitude information of the train, and mapping it to the electronic map to obtain the position of the train in the electronic map; S4, based on the position of the train in the electronic map and the state of the trackside equipment in the route information, searching for the nearest dangerous point in front of the train in the electronic map and taking it as the end point of the train operation permission; In the train operation mode, the dangerous point includes a turnout with unknown position, a closed signal and a dead end; in the shunting operation mode, the dangerous point includes a turnout with unknown position, a closed signal, a dead end, a station boundary and a one-time stopping point.

9. The method of claim 8, wherein the at least one of the plurality of railway operation safety protection devices is a railway crossing gate. Further comprising a step: S5, calculating a distance-speed curve for the train according to the operation mode, the train braking model, the allowed speed and the slope of the section.

10. The method of claim 9, wherein the at least one of the plurality of railway operation safety protection devices is a railway crossing gate. In the shunting mode, step S5 includes: Based on the route information, judging whether the last section of the route is occupied; if occupied, the distance-speed curve is configured to limit the speed of the train entering the last section of the route to be less than or equal to a preset speed threshold.

11. The method of claim 10, wherein the step of determining the presence of the train comprises the steps of: receiving a signal from a track circuit; and determining the presence of the train based on the signal received from the track circuit. In the shunting mode, the distance-speed curve is further configured to limit the speed of the train entering the dead-end track to be less than or equal to a preset speed threshold.

12. The method of claim 9, wherein the step of determining the presence of the train comprises the steps of: receiving a signal from a track circuit; and determining the presence of the train based on the signal received from the track circuit. In the shunting operation mode, further comprising a step: S6, the driver requests to unlock to extend the train operation permission beyond the closed signal or station boundary in front; if the unlocking condition is met, the unlocking is allowed and the next dangerous point is searched beyond the closed signal or station boundary in front, and the train operation permission is recalculated; Otherwise, the unlocking is prohibited; The unlocking condition is that the route in front of the train has been established, the position of the turnout in front of the train is known, and the distance between the running front end of the train and the closed signal or station boundary in front is less than or equal to a set first distance threshold.

13. The method of claim 12, wherein the step of determining the presence of the train comprises the steps of: receiving a signal from a track circuit; and determining the presence of the train based on the signal received from the track circuit. In the shunting operation mode, further comprising a step: S7, generating a prompt information for the driver when the train enters the last section of the route or the dead-end track.

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