Railway safety operation method and system based on mobile terminal

Abstract

The application discloses a railway safety operation method and system based on a mobile terminal, and belongs to the field of control, alarm or similar safety devices along a railway. In order to solve the problems of unreliable manual judgment of line direction and disconnection of safety supervision in railway operation, a geographic information system database containing a line reference azimuth angle and up-down line rules is preset, a measured azimuth angle is obtained by using a mobile terminal azimuth sensor, and the line direction is automatically identified by intelligent matching. Meanwhile, the position of an operator is solved in real time based on high-precision positioning, compliance verification is performed on an electronic operation plan, and two-way alarm is triggered between a scene and a supervision center when deviation occurs. The application realizes intelligent identification of the line direction and closed-loop management and control of operation safety, and has the advantages of accurate identification, active protection, support for offline operation and the like.

Description

Technical Field

[0001] This invention relates to the field of control, alarm or similar safety devices along railway lines, and specifically to a railway safety operation method and system based on a mobile terminal. Background Technology

[0002] Track work is an indispensable and crucial part of the daily maintenance and operation of the railway system. This includes a series of activities that must be carried out on the railway lines, such as track construction, equipment repair, and track inspection. Ensuring the personal safety of personnel performing track work is one of the most severe challenges in railway transportation management. Current safety management paradigms heavily rely on precise dispatching and command systems. All track work must be carried out according to dispatching orders within designated "maintenance windows" and clearly defined track sections. These dispatching orders typically strictly define the physical scope of the work, with the specification of the track direction being a core element of the safety prerequisite. Therefore, the ability of on-site personnel to quickly and accurately match their physical location with the abstract track direction markings in the dispatching orders in a complex on-site environment is fundamental to ensuring operational safety, preventing train accidents, and maintaining transportation order. Only when personnel clearly know whether their track is for up or down traffic (referred to as up or down) can they correctly judge the potential direction of oncoming trains, thereby performing effective safety lookout and completing the standardized pre-departure avoidance procedure before the train approaches.

[0003] Currently, in railway industry practice, on-site workers primarily rely on two traditional methods to determine the direction of traffic on a track: one is to identify fixed physical markers along the track, such as mileage markers and signal numbers, and make logical deductions based on their coding rules; the other is to rely on the workers' personal experience and spatial memory, making subjective judgments based on their familiarity with the layout of specific stations and sections. However, these traditional methods have significant technical defects and limitations. First, these methods are severely constrained by environmental and climatic conditions. In adverse conditions such as nighttime, heavy rain, dense fog, heavy snow, and sandstorms, workers' vision is obstructed, making it difficult to clearly identify or observe these sparsely distributed trackside markers from a distance, leading to delays or even making the judgment process impossible. Second, in large marshalling yards, hub stations, and sections with multiple parallel lines and complex connecting lines, the track distribution is dense, and the physical markers are numerous and visually confusing. Even if workers can see the markers, they are prone to making association errors or logical confusion under the pressure of the work, resulting in misjudgments of direction.

[0004] Furthermore, this method is extremely unfriendly to newly hired employees, temporary support staff, and other work teams unfamiliar with the local lines. These personnel cannot quickly and accurately match the physical scene before them with the route map or dispatch orders in their minds, resulting in inconsistent accuracy and efficiency in judgment, thus creating a weak link in safety management. In addition, from the perspective of "technical prevention" in modern safety management, the existing technical system has serious blind spots in supervision. Although the dispatch center can issue precise work plans, it lacks an effective technical means to automatically, in real time, and continuously verify whether the actual location of the workers is consistent with the planned instructions. When workers, due to lax safety awareness, lack of concentration, or objective reasons such as avoiding equipment or detouring obstacles, inadvertently enter adjacent lines, stray into unplanned sections, or exceed the approved start and end mileage, under the current management model, neither the on-site work supervisor nor the supervisors at the dispatch center can detect such dangers in real time. The current situation creates a "blind spot" in safety supervision, resulting in serious lag in safety control.

[0005] Therefore, the importance of providing a solution that enables on-site personnel to make up-and-down judgments for railway system safety is self-evident.

[0006] Prior art 1 discloses an early warning monitoring and display method for railway traffic safety and construction safety protection. It collects the real-time location of all locomotives and construction personnel through onboard equipment and handheld devices, matches it with the electronic map of the line, and displays the real-time location of locomotives and personnel by means of delineating the estimated range of personnel activities, flashing reliable locomotives, and specially marking lost locomotives and personnel.

[0007] Prior art 1: CN113184020B, a method for early warning monitoring and display of railway traffic safety and construction safety protection.

[0008] Existing technology 1 is applicable to indoor monitoring platforms, especially in large-screen display scenarios. However, existing technology 1 fails to solve the aforementioned technical problem of uplink and downlink judgment for on-site operators.

[0009] Therefore, how to solve the technical problem of uplink and downlink judgment for on-site operators (especially when there is a lack of accurate positioning signals) is an important research topic in the railway industry. Summary of the Invention

[0010] To alleviate or partially alleviate the above-mentioned technical problems, the solution of the present invention is as follows:

[0011] A railway safety operation method based on a mobile terminal includes the following steps:

[0012] Step S1: Construct and store a geographic information system database. In this geographic information system database, the railway line is divided into multiple line sections, and a reference azimuth angle and a set of up and down traffic rules are predefined for each line section.

[0013] Step S2: The mobile terminal instructs the operator to place the mobile terminal parallel to the direction of the rail extension and obtain the measured azimuth of the mobile terminal's location; when satellite positioning signal and base station network signal are present, the operation line section is determined based on the location of the mobile terminal, and the reference azimuth and uplink / downlink service rules corresponding to the operation line section are downloaded through the base station network; when there is no satellite positioning signal, the reference azimuth and uplink / downlink service rules corresponding to the operation line section are read locally on the mobile terminal.

[0014] Step S3: Match the measured azimuth angle with the reference azimuth angle, and determine the uplink and downlink directions of the current line based on the matching result and the uplink and downlink service rules;

[0015] Step S4: The application server obtains the location information of the mobile terminal and calculates the actual route and mileage of the mobile terminal based on the geographic information system database, so as to use it as the actual work location;

[0016] Step S5: Verify the compliance of the actual work location with the pre-stored electronic work plan; if the verification result is non-compliant, trigger an alarm simultaneously to the operator's mobile terminal and the indoor monitoring platform.

[0017] Furthermore, when the measured azimuth angle is consistent with the direction of the reference azimuth angle, the uplink and downlink service rules are directly applied to determine the uplink and downlink direction;

[0018] When the measured azimuth angle is opposite to the reference azimuth angle, the mapping relationship in the uplink and downlink service rules is interchanged before the uplink and downlink directions are determined.

[0019] Furthermore, the consistent direction means that the absolute value of the minimum included angle between the measured azimuth angle and the reference azimuth angle is within a first preset range;

[0020] The opposite direction means that the absolute value of the minimum included angle between the measured azimuth angle and the reference azimuth angle is within the second preset range;

[0021] The first preset range is 0 degrees to 5 degrees, and the second preset range is 175 degrees to 185 degrees.

[0022] Furthermore, the compliance verification includes: whether it is within the route section specified in the work plan, whether it exceeds the approved start and end mileage of the work plan, and whether the direction of travel meets the plan requirements.

[0023] Furthermore, the location information of the mobile terminal is obtained through differential positioning technology.

[0024] On the other hand, a railway safety operation system based on a mobile terminal includes:

[0025] The application server is configured to: store the geographic information system database and electronic work plan, execute compliance verification and alarm command generation, and send the reference azimuth angle and uplink / downlink business rules corresponding to the work line section when sending the electronic work plan to the mobile terminal; in the geographic information system database, the railway line is divided into multiple line sections, and each line section is predefined with a reference azimuth angle and a set of uplink / downlink business rules;

[0026] At least one mobile terminal is configured to: instruct workers to place the mobile terminal parallel to the direction of rail extension, and acquire the position of the mobile terminal and its measured azimuth angle; when satellite positioning signals and base station network signals are present, determine the work route section based on the position of the mobile terminal, and download the reference azimuth angle and uplink / downlink service rules corresponding to the work route section via the base station network; when there are no satellite positioning signals, read the reference azimuth angle and uplink / downlink service rules corresponding to the work route section locally on the mobile terminal, match the measured azimuth angle with the reference azimuth angle, and determine the uplink / downlink direction of the current route based on the matching result and the uplink / downlink service rules, report the position information of the mobile terminal, and receive alarms; and,

[0027] The indoor monitoring platform is configured to display the location status of mobile terminals and alarm information.

[0028] Furthermore, the mobile terminal includes:

[0029] The orientation sensor is configured to collect the measured azimuth angle of the mobile terminal's orientation.

[0030] The positioning module is configured to obtain the location information of the mobile terminal.

[0031] The memory stores the predefined uplink and downlink service rules and the associated reference azimuth angles;

[0032] The processor is configured to perform a matching operation between the measured azimuth angle and the reference azimuth angle, and to determine the line direction based on the matching result and the uplink and downlink service rules;

[0033] The communication module is used for data interaction with the server and / or the indoor monitoring platform.

[0034] Furthermore, when the measured azimuth angle is consistent with the direction of the reference azimuth angle, the uplink and downlink service rules are directly applied to determine the uplink and downlink direction;

[0035] When the measured azimuth angle is opposite to the reference azimuth angle, the mapping relationship in the uplink and downlink service rules is interchanged before the uplink and downlink directions are determined.

[0036] Furthermore, the application server is also configured to: after obtaining the location information of the mobile terminal, calculate the actual route and mileage of the mobile terminal based on the geographic information system database, so as to use it as the actual work location;

[0037] The actual work location is compared with the pre-stored electronic work plan for compliance verification; if the verification result is non-compliant, an alarm is triggered simultaneously to the operator's mobile terminal and the indoor monitoring platform.

[0038] Furthermore, the indoor monitoring platform includes: an electronic map display module for displaying railway route maps and the real-time location of mobile terminals; an alarm processing module for receiving and displaying alarm information; and a plan management module for inputting and managing electronic work plans.

[0039] The technical solution of this invention has one or more of the following beneficial technical effects:

[0040] (1) This invention combines the orientation sensor of a mobile terminal with a database of pre-set rules to achieve intelligent identification of the up and down directions of railway lines, thereby eliminating the safety risks of human error.

[0041] (2) The present invention constructs an integrated active safety protection closed loop that combines work planning, on-site execution, back-end control and alarm, verifies work compliance in real time and triggers bidirectional synchronous alarms, thereby improving the timeliness and effectiveness of control.

[0042] (3) It deeply integrates multi-source data such as business rules and geographic information, and supports operation in environments with and without network access.

[0043] (4) Supports offline operation. Even without satellite positioning signals or electronic maps, this invention can achieve / support intelligent identification of uplink and downlink lines.

[0044] Furthermore, other beneficial effects of the present invention will be mentioned in the specific embodiments. Attached Figure Description

[0045] Figure 1 This is a schematic diagram of the system architecture and data interaction of one embodiment of the present invention;

[0046] Figure 2 This is an overall flowchart of one embodiment of the present invention;

[0047] Figure 3 This is a schematic diagram of a section of railway line. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0049] To facilitate a clear description of the technical solutions in the embodiments of the present invention, the terms "first" and "second" are used to distinguish identical or similar items with substantially the same function and effect. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order.

[0050] Terminology Explanation:

[0051] The term "railway section" refers to a series of logically independent continuous track segments divided within the geographic information system database based on the physical alignment, geographical features, or management needs of a railway line. Each railway section is the basic spatial unit for the system's direction identification and safety control. Furthermore, each railway section has a predefined "reference azimuth" and a set of "up and down traffic rules."

[0052] The term "reference azimuth" refers to a representative azimuth angle predefined in a geographic information system (GIS) database for a specific railway line section. This azimuth angle is determined based on the geometric centerline of the line in the GIS map using geographic information technology (such as calculating the average value of the tangent directions within the line section), and serves as a reference benchmark for determining the up and down directions of the line.

[0053] The term "mobile terminal" refers to an intelligent device (such as a dedicated handheld terminal or smartphone) carried by field workers that integrates orientation sensors, positioning modules, processors, communication modules, and human-machine interfaces. It is the hardware carrier for performing direction recognition, receiving alarms, and communicating with servers.

[0054] The term "indoor monitoring platform" refers to a software platform deployed in a dispatch or command center. It has an electronic map display function, can display the precise location, status and planned range of all online operators in real time, and can receive, display and process alarm information issued by the application server. It is a human-machine interface for realizing remote centralized monitoring.

[0055] This invention provides a railway safety operation method and system based on a mobile terminal. Specifically, the invention utilizes a pre-set Geographic Information System (GIS) database containing the line reference azimuth and up / down rules. It then uses the mobile terminal's orientation sensor to measure the orientation in real time and obtain the measured azimuth. By intelligently matching the measured azimuth with the reference azimuth, the system determines the current up / down direction of the line and outputs a prompt. Simultaneously, the system continuously calculates the actual line and mileage of the workers through high-precision positioning, performs real-time compliance verification with the electronic work plan, and triggers a two-way synchronous alarm to both the workers and the indoor monitoring platform when deviations occur. This achieves intelligent auxiliary judgment of the line direction for railway on-site workers and proactive closed-loop control of operational safety.

[0056] In one embodiment, the present invention solves the problem of track direction identification and safety supervision in railway field operations through a system that integrates hardware and software. Figure 1 This is a schematic diagram of the system architecture and data interaction of one embodiment of the present invention. As shown in the figure, the system mainly consists of an application server deployed in the cloud or on a local server, mobile terminals carried by operators (e.g., handheld radios), and an indoor monitoring platform set up in the dispatch center. These components interact with each other through base station networks, such as dedicated railway communication networks or public mobile networks (e.g., 4G, 5G, or dedicated railway 400M networks). In addition, the system also involves differential base stations, which are used to send differential positioning information to the mobile terminals, thereby significantly improving the positioning accuracy of the mobile terminals' own positioning modules (such as BeiDou / Global Positioning System modules), laying the foundation for achieving high-precision mileage calculation and route identification.

[0057] Figure 2 This is an overall flowchart of one embodiment of the present invention. The first step in system implementation is data pre-configuration, the core of which lies in building a geographic information system database deployed on the application server. The geographic information system database is the foundation for the system to implement various services and intelligent judgments, and its key lies in dividing the railway line into multiple line sections. Figure 3This is a schematic diagram of a railway line section. Unlike ordinary electronic maps, this database not only contains precise geometric information and geographic coordinate sequences of the railway line, but more importantly, it predefines a unique "reference azimuth" for each section and stores this "reference azimuth" in conjunction with "up and down traffic rules." This "reference azimuth" is determined based on the geometric centerline of the line in the geographic information system map, by calculating the average (or median) of the tangent directions within the specified section. Simultaneously, the system explicitly defines the corresponding track directions for the left and right sides of the track when a worker is facing this reference azimuth (e.g., "left side is up, right side is down"). This up and down traffic rule and the reference azimuth, as an inseparable pair of attributes, are structured and stored in the geographic information system database, and uniquely bound or associated with the specific section, thereby transforming the abstract up and down traffic rules into data that can be recognized and processed by a computer.

[0058] When workers arrive at the site and need to determine the route direction, the operation process is as follows: Workers launch a dedicated application on their mobile terminal and, following the on-screen instructions, align the long side of the terminal with the direction of the railway rail at their current location. The application then uses the terminal's built-in azimuth sensor (electronic compass) to obtain the "measured azimuth angle" of the terminal's current orientation. As shown in the diagram, the system then enters the intelligent matching and judgment phase. Assuming good satellite positioning and base station network signal conditions, the mobile terminal uses its built-in global navigation satellite system receiver chip (such as BeiDou or a global positioning system module) to obtain raw satellite observations. These are then combined with received differential positioning information to perform calculations, ultimately achieving high-precision positioning and accurately determining the section of the railway line where the workers are located. Next, the mobile terminal sends a request to the application server via the base station network to obtain the predefined "reference azimuth angle" and "uplink / downlink service rules" for that section of the railway line. After obtaining this data, the processor within the mobile terminal performs logical judgments: calculating the absolute value of the difference between the "measured azimuth angle" and the "reference azimuth angle." Considering the periodicity of the azimuth angle, the minimum angle between the two directions is calculated during the actual comparison. If the absolute value of the minimum angle between the "measured azimuth" and the "reference azimuth" is within the first preset range, i.e., 0 to 5 degrees, then the direction the operator is facing is determined to be consistent with the preset direction in the database. In this case, the predefined uplink / downlink business rules ("left side is uplink, right side is downlink") are directly applied, determining the left track as the uplink line and the right track as the downlink line. If the absolute value of the minimum angle between the "measured azimuth" and the "reference azimuth" is within the first preset range, i.e., 175 to 185 degrees, then the operator is determined to be facing the opposite direction to the reference direction. In this case, the predefined uplink / downlink business rules are logically swapped (the mapping relationship is reversed), meaning the left track is determined to be the downlink line and the right track as the uplink line. Finally, the judgment result will be broadcast in voice form through the mobile terminal's voice synthesis module or displayed to the operator on a prominent graphical interface on the screen.

[0059] In one embodiment, the present invention also supports determining the uplink and downlink directions of the railway line section where the operator is located in an environment without satellite positioning signals (regardless of the base station network signal status). Before executing the work task, the data of the line section involved in the current work plan (including "reference azimuth" and "uplink and downlink service rules") can be pre-downloaded and cached in the local storage space of the mobile terminal. When in an environment without satellite positioning signals, the application determines the current line section by parsing the downloaded work plan (containing line section information or using the last valid positioning information) and retrieving the corresponding "reference azimuth" and "uplink and downlink service rules" from the local cache. Then, the same intelligent matching and judgment stage as in online mode is executed, thereby realizing that the present invention can provide a continuous and reliable line direction identification service in any environment.

[0060] After the workers begin their movement, the system enters a continuous safety control loop as shown in the figure. In one embodiment, the mobile terminal continuously or periodically transmits two types of information to the application server via the communication network: one is high-precision personnel positioning information calculated through differential positioning; the other is the walking direction vector calculated from the orientation sensor. After receiving this real-time data, the monitoring and processing engine on the application server combines the route spatial data and attributes in the geographic information system database, and uses spatial analysis algorithms to calculate in real time the precise route (up or down line) and its corresponding specific mileage position of the worker, i.e., the actual work location.

[0061] Meanwhile, the application server pre-stores electronically processed work plans (i.e., scheduling commands), which clearly specify the permitted route direction, start and end mileage, and work time range for operators. The compliance verification module on the application server side automatically compares the calculated "actual work location" (including route direction and mileage) with the "work plan" in real time. The compliance verification logic includes, but is not limited to: determining whether the operator is on the route direction (up or down) specified in the work plan; determining whether the operator's current location exceeds the permitted start and end mileage range of the work plan; and determining whether the operator's walking direction conforms to the requirements of the work plan.

[0062] Once the compliance verification module detects any inconsistencies (e.g., the worker's actual work location is on the downlink, while the work plan only allows work on the uplink), the application server immediately generates an alarm command. As shown in the figure, the alarm command is simultaneously sent to the indoor monitoring platform and the on-site mobile terminal via the application server, triggering a two-way synchronous alarm. For the on-site workers, upon receiving the alarm command from the application server, their handheld mobile terminals instantly activate the highest priority audio-visual alarm (e.g., emitting a high-frequency beep, generating a strong vibration, and displaying clear warning text with a bright background in the center of the screen) for immediate alert. Simultaneously, for the indoor monitoring personnel, the indoor monitoring platform deployed in the dispatch center will significantly change the location icon corresponding to the worker on its electronic map interface to a bright color and make it flash continuously. At the same time, an alarm information box will automatically pop up, displaying detailed information such as alarm type, worker number, specific location, and time.

[0063] This two-way synchronous alarm system ensures that potential hazards are detected simultaneously on-site and in the back office at the first moment. This allows indoor supervisors to immediately intervene and direct operations via wireless communication devices, while workers are promptly alerted and corrective measures are taken. This forms a proactive safety protection closed loop from perception, assessment, alarm to intervention, achieving an upgrade from "human-based" to "technology-based" prevention and significantly improving the safety management level of railway on-site operations.

[0064] In one embodiment, in an environment without a base station network connection but with good satellite positioning signal, the mobile terminal supports local route direction identification and boundary crossing alarms based on a downloaded work plan. The system continuously or periodically acquires high-precision positioning information of the workers using the mobile terminal's built-in Global Navigation Satellite System (GNSS) receiver chip. This positioning information can originate from GPS, BeiDou, or other GNSS signals. Simultaneously, the mobile terminal calculates the actual location of the workers and invokes an electronic work plan pre-downloaded to the mobile terminal before the base station network connection is established. This plan includes the permitted route range and its corresponding reference azimuth and uplink / downlink service rules. By spatially comparing the acquired actual location information of the workers with the route range specified in the electronic work plan, the system can dynamically determine whether the workers' current location exceeds the permitted route range of the work plan. Once it is determined that the actual location exceeds the authorized range, the mobile terminal immediately triggers a local alarm mechanism, alerting the workers that they have crossed the boundary, thus maintaining basic safety protection capabilities even in an offline environment.

[0065] Finally, this paper illustrates the various details and workflows of the technical solutions described above through a specific application example, in order to explain or supplement the specific application logic of the technical solutions described above.

[0066] First, preliminary data configuration work is carried out, digitizing the railway line alignment and related rules. For each section of the line, the corresponding "baseline azimuth" (e.g., 88 degrees) is obtained in advance based on the physical information of the line in the GIS map, and the rules are clearly defined: when facing this baseline azimuth, the up / down attribute of the corresponding track (e.g., the left track is the up line, and the right track is the down line). All the above data information is stored in a structured form in the GIS database to provide data support for subsequent operations.

[0067] Next, the maintenance work plan entry stage begins. The engineering section plans to carry out maintenance work on the section between K500+000 and K501+000 on the Beijing-Guangzhou Railway (upbound). The workers will enter the maintenance work plan into the system to complete the pre-operation plan filing process.

[0068] After arriving at the work site, the operation procedure is as follows: Open the mobile terminal application (APP), place the handheld radio parallel to the rail along its long side, and activate the "Line Identification" function; the terminal uses GPS and other positioning technologies to determine the current location is in section 15 of the Beijing-Guangzhou Railway, and the APP automatically collects the current "measured azimuth angle" as 85°. After system comparison, this measured azimuth angle is basically consistent with the pre-stored benchmark azimuth angle of 88° in the GIS database for this section. According to the preset rules, the left track corresponding to this azimuth angle is the up line. Immediately afterwards, the handheld radio prompts the workers via voice broadcast: "The current left track is: up line," completing the on-site line identification.

[0069] During the maintenance operation, the workers carried out maintenance work on the left-hand upline line according to the instructions. During the operation, the handheld radio continuously reported the real-time location information of the workers to the system. The monitoring screen of the supervision center showed that the location icon of the work team moved normally within the brightly lit area corresponding to the "planned work area", indicating that the work position was in compliance with the specifications.

[0070] During operations, a worker, trying to avoid a work tool, inadvertently stepped off the shoulder and into the downhill track embankment area. A handheld radio, using high-precision positioning technology and direction recognition algorithms, monitored in real time and immediately detected that the worker had left the safety protection zone of the "Beijing-Guangzhou Railway Uphill Line," triggering a safety hazard.

[0071] Finally, during the hazard alarm and response phase, the system triggered a safety alarm in real time: the terminal held by the operator immediately activated a severe vibration and audible / visual alarm, and the screen simultaneously displayed a brightly colored warning message; at the same time, the operator's location icon on the monitoring screen in the control center turned brightly colored and flashed continuously, and the system automatically generated an alarm record. Upon discovering the alarm, the indoor monitoring personnel immediately called via radio: "Group XX, please immediately evacuate to the upstream work area!" After receiving the call, the work team quickly evacuated to the safe work area on the upstream line, and the hazard was promptly eliminated.

[0072] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0073] To better illustrate the present invention, numerous specific details have been provided in the detailed embodiments described above. Those skilled in the art should understand that the present invention can be practiced even without certain specific details. In some instances, methods, means, elements, and circuits well-known to those skilled in the art have not been described in detail in order to highlight the main points of the present invention.

[0074] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A railway safety operation method based on a mobile terminal, characterized in that, Includes the following steps: Step S1: Construct and store a geographic information system database. In this geographic information system database, the railway line is divided into multiple line sections, and a reference azimuth angle and a set of up and down traffic rules are predefined for each line section. Step S2: The mobile terminal instructs the operator to place the long side of the mobile terminal parallel to the extension direction of the rail, and obtain the measured azimuth angle of the mobile terminal's location. When satellite positioning signals and base station network signals are available, the operation route interval is determined based on the location of the mobile terminal, and the reference azimuth angle and uplink / downlink service rules corresponding to the operation route interval are downloaded through the base station network. When there is no satellite positioning signal, the reference azimuth angle and uplink / downlink service rules corresponding to the operation line section are read locally on the mobile terminal. Step S3: Match the measured azimuth angle with the reference azimuth angle, and determine the uplink and downlink directions of the current line based on the matching result and the uplink and downlink service rules; Step S3 specifically includes: when the measured azimuth angle is consistent with the reference azimuth angle, the uplink and downlink service rules are directly applied to determine the uplink and downlink direction; when the measured azimuth angle is opposite to the reference azimuth angle, the mapping relationship in the uplink and downlink service rules is interchanged before determining the uplink and downlink direction. Step S4: The application server obtains the location information of the mobile terminal and calculates the actual route and mileage of the mobile terminal based on the geographic information system database, so as to use it as the actual work location; Step S5: Verify the compliance of the actual work location with the pre-stored electronic work plan; if the verification result is non-compliant, trigger an alarm simultaneously to the operator's mobile terminal and the indoor monitoring platform.

2. The railway safety operation method based on a mobile terminal according to claim 1, characterized in that: The mobile terminal locally pre-stores multiple line intervals corresponding to the job plan, as well as their corresponding reference azimuth angles and uplink / downlink service rules; When there is no satellite positioning signal, the mobile terminal parses the pre-stored job plan and matches and reads the corresponding reference azimuth and uplink / downlink service rules from the local cache.

3. The railway safety operation method based on a mobile terminal according to claim 2, characterized in that: The term "consistent direction" means that the absolute value of the minimum included angle between the measured azimuth angle and the reference azimuth angle is within a first preset range. The opposite direction means that the absolute value of the minimum included angle between the measured azimuth angle and the reference azimuth angle is within the second preset range; The first preset range is 0 degrees to 5 degrees, and the second preset range is 175 degrees to 185 degrees.

4. The railway safety operation method based on a mobile terminal according to claim 1, characterized in that: The compliance verification includes: whether the work is within the route section specified in the work plan, whether it exceeds the approved start and end mileage of the work plan, and whether the direction of the workers' walking conforms to the plan requirements.

5. The railway safety operation method based on a mobile terminal according to claim 1, characterized in that, Step S4 specifically includes: The location information of the mobile terminal is obtained through differential positioning technology.

6. A railway safety operation system based on a mobile terminal, characterized in that, include: The application server is configured to: store the geographic information system database and electronic work plan, execute compliance verification and alarm command generation, and send the reference azimuth angle and uplink / downlink business rules corresponding to the work line section when sending the electronic work plan to the mobile terminal; in the geographic information system database, the railway line is divided into multiple line sections, and each line section is predefined with a reference azimuth angle and a set of uplink / downlink business rules; At least one mobile terminal is configured to: instruct the operator to place the long side of the mobile terminal parallel to the direction of rail extension, and to obtain the position of the mobile terminal and the measured azimuth angle of its position. When satellite positioning signals and base station network signals are available, the operation route interval is determined based on the location of the mobile terminal, and the reference azimuth angle and uplink / downlink service rules corresponding to the operation route interval are downloaded through the base station network. When there is no satellite positioning signal, the reference azimuth and uplink / downlink service rules corresponding to the operation line section are read locally on the mobile terminal. The mobile terminal pre-stores multiple line sections corresponding to the job plan, along with their corresponding reference azimuth angles and uplink / downlink service rules. When there is no satellite positioning signal, the mobile terminal parses the pre-stored job plan and matches and reads the corresponding reference azimuth angles and uplink / downlink service rules from the local cache. The measured azimuth angle is matched with the reference azimuth angle, and the uplink and downlink directions of the current line are determined based on the matching result and the uplink and downlink service rules: When the measured azimuth angle is consistent with the reference azimuth angle, the uplink and downlink directions are directly determined by applying the uplink and downlink service rules; when the measured azimuth angle is opposite to the reference azimuth angle, the mapping relationship in the uplink and downlink service rules is interchanged before determining the uplink and downlink directions. Report the location information of the mobile terminal and receive alarms; and, The indoor monitoring platform is configured to display the location status of mobile terminals and alarm information.

7. The railway safety operation system based on a mobile terminal according to claim 6, characterized in that, The mobile terminal includes: The orientation sensor is configured to collect the measured azimuth angle of the mobile terminal's orientation. The positioning module is configured to obtain the location information of the mobile terminal. The memory stores the predefined uplink and downlink service rules and the associated reference azimuth angles; The processor is configured to perform a matching operation between the measured azimuth angle and the reference azimuth angle, and to determine the line direction based on the matching result and the uplink and downlink service rules; The communication module is used for data interaction with the server and / or the indoor monitoring platform.

8. The railway safety operation system based on a mobile terminal according to claim 6, characterized in that: When the measured azimuth angle is consistent with the reference azimuth angle, the uplink and downlink service rules are directly applied to determine the uplink and downlink direction; When the measured azimuth angle is opposite to the reference azimuth angle, the mapping relationship in the uplink and downlink service rules is interchanged before the uplink and downlink directions are determined.

9. The railway safety operation system based on a mobile terminal according to claim 6, characterized in that: The application server is further configured to: after obtaining the location information of the mobile terminal, calculate the actual route and mileage of the mobile terminal based on the geographic information system database, so as to use the actual work location; The actual work location is verified against the pre-stored electronic work plan for compliance. When the verification result is non-compliant, an alarm is triggered simultaneously to the operator's mobile terminal and the indoor monitoring platform.

10. The railway safety operation system based on a mobile terminal according to claim 6, characterized in that, The indoor monitoring platform includes: The electronic map display module is used to display railway route maps and the real-time location of mobile terminals; The alarm processing module is used to receive and display alarm information; The planning management module is used to input and manage electronic work plans.

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