Rail-mounted area management system applied to construction stage

Abstract

The invention discloses a rail-mounted area management system applied to a construction stage, which comprises a hard isolation system, the hard isolation system comprises at least two rows of hard isolation guardrails, the number of each row of hard isolation guardrails is at least one, one row of hard isolation guardrails is provided with at least one entrance guard, a communication device is arranged on the entrance guard, and the communication device is connected with the hard isolation guardrails. The anti-collision device is arranged at the position of a tunnel portal in a tunnel area and used for being closed under the abnormal condition to form a physical barrier so as to intercept the out-of-control horizontal operation vehicle. By means of cooperation of the entrance guard, the communication device and the anti-collision device, dynamic supervision and linkage control of rail-mounted area operating personnel and horizontal operating vehicles are achieved, and meanwhile, a final anti-collision guarantee defense line is constructed, so that the rail-mounted area operating personnel and the horizontal operating vehicles are prevented from crossing and conflicting in a plane space, the operating order and safety of the rail-mounted area are guaranteed, casualties can be avoided, and the working efficiency is improved. The smooth progress of engineering construction is ensured, and the construction safety management efficiency and level of the rail-mounted area are improved.

Description

Technical Field

[0001] This invention relates to the field of safety management technology for rail transit engineering construction, and in particular to a track area management system applied during the construction phase. Background Technology

[0002] In the field of engineering construction, the safety management of track area operations during the tunnel construction phase has long faced prominent challenges: on the one hand, there is a lack of effective physical isolation between the track area and non-track area, and personnel access relies solely on manual verification or simple card swiping, leading to frequent instances of workers entering and leaving the track area without permission, making it impossible to achieve precise control over personnel access from the source; on the other hand, there is a lack of reliable information exchange and joint avoidance mechanisms between the horizontal work vehicle and the workers in the track area, making it difficult to trigger the emergency stop of the horizontal work vehicle in time when personnel illegally enter or violate regulations, which can easily lead to cross-conflicts between personnel and vehicles in the track area, causing collisions and other safety incidents, seriously threatening the lives of workers and the progress of engineering construction.

[0003] Furthermore, the tunnel entrance is a critical node for personnel and vehicles entering and exiting the track area. Under the traditional management model, no specific anti-collision measures have been set up. When the horizontal work vehicle fails to stop in time due to braking failure or other reasons, there is no physical barrier, and the vehicle can easily directly enter the personnel work area, further amplifying the safety risks. This not only causes casualties, but also causes serious delays in the construction progress due to safety accidents, becoming a core bottleneck restricting the efficiency and level of safety management in the track area. Summary of the Invention

[0004] In order to partially solve or alleviate the above-mentioned shortcomings in the prior art, the present invention provides a track area management system applied during the construction phase.

[0005] To solve the aforementioned technical problems, the technical implementation scheme of the present invention is as follows: This invention provides a track area management system applied during the construction phase, characterized in that it includes: The hard isolation system includes at least two rows of hard isolation barriers, with at least one hard isolation barrier in each row. The hard isolation system is used to physically isolate the boundary between the track area and the non-track area to prevent unauthorized personnel or equipment from entering. One of the rows of hard isolation railings is equipped with at least one access control device, which is used to perform access control verification for personnel in the track area and to provide early warning of abnormal intrusion. A communication device, which is installed on the access control system, is used to establish a real-time data interaction link between the access control system and the device to realize command transmission and status feedback; A collision avoidance device is installed at the tunnel entrance within the tunnel area. The collision avoidance device is used to close in abnormal circumstances to form a physical barrier to intercept out-of-control horizontal work vehicles.

[0006] In some embodiments, the access control system includes a frame, at least one side of which is connected to the hard isolation fence. A gate is movably connected to the frame. The frame is also equipped with an electromagnetic lock. An iron plate is fixedly mounted on the gate, and the iron plate and the electromagnetic lock form an electromagnetic attraction engagement. An IC card reader is provided on one outer side of the frame, and the IC card reader and the access control controller are provided on the other outer side of the frame. Both IC card readers and the electromagnetic lock are connected to the access control controller. One of the IC card readers is used to identify the IC card of the security guard, and the other IC card reader is used to identify the IC card of the operator.

[0007] In some embodiments, a mounting plate is provided on the frame, the mounting plate is connected to the access control controller, and a communication device is provided on the frame. The communication device includes a wireless network module, which is fixedly mounted on the mounting plate and connected to the access control controller. A wireless bridge is provided on the frame and is connected to the wireless network module. At least one wireless bridge is provided on each of the hard isolation fences. At least one wireless bridge is provided in the tunnel area, and the wireless bridges are connected in a chain.

[0008] In some embodiments, the wireless network module is an NB-IoT module.

[0009] In some embodiments, an audible and visual alarm is mounted on the frame and connected to the access control controller.

[0010] In some embodiments, the hard isolation system is provided with an infrared sensing module, which includes an infrared transmitter and an infrared receiver. Two infrared transmitters are arranged at vertical intervals on the hard isolation fence closest to the tunnel entrance, and two infrared receivers are arranged on the hard isolation fence farthest from the tunnel entrance. The infrared receivers are arranged in pairs with the infrared transmitters, and their installation height matches that of the corresponding infrared transmitters.

[0011] In some embodiments, one set of the infrared receivers and the infrared transmitter are 50cm above the ground, and the other set of the infrared receivers and the infrared transmitter are 100cm above the ground.

[0012] In some embodiments, a central control platform is also included, which is connected to the access control controller.

[0013] In some embodiments, the anti-collision device includes two iron frames fixedly installed in the tunnel, the iron frames being located beside the track, a rotating shaft being rotatably installed on each of the iron frames, an anti-collision beam being fixedly connected to each of the rotating shafts, a limit strip being fixedly installed on each of the iron frames, a geared motor and a motor controller being connected and both being installed on the iron frames, the output shaft of the geared motor being connected to the rotating shaft, and the motor controller being connected to the wireless bridge in the tunnel area.

[0014] In some embodiments, the anti-collision beam has a built-in pressure sensor that is connected to the motor controller.

[0015] The beneficial effects of this invention are as follows: This invention uses a hard isolation system to forcibly demarcate the boundary between the track area and the non-track area. Combined with an access control design that uses dual IC card verification by "safety protection specialists + operators", the access controller only cuts off the power supply to the electromagnetic lock to unlock the gate when both verifications are successful, and the unlocking time is precisely controlled. This not only achieves precise control over personnel access to the track area, but also eliminates the problem of operators entering and leaving the track area without permission from both a physical and authorization verification perspective, thus building a solid first line of defense for personnel access to the track area.

[0016] By establishing a wireless network transmission link based on communication devices, information exchange and linkage control between the access control system, the horizontal work vehicle, and the anti-collision device are realized: when the access control system detects abnormal situations such as illegal intrusion, it can send an emergency stop command to the horizontal work vehicle through the communication device to avoid cross-conflict between the workers and the horizontal work vehicle in the track area. This solves the industry pain point of the lack of an effective linkage and avoidance mechanism between personnel and vehicles in traditional management and greatly reduces the occurrence of collisions between people and vehicles.

[0017] By using anti-collision devices as the last line of defense at key points in the track area entrance, collision protection can be achieved through physical interception when vehicles fail to brake in time, making up for the lack of effective anti-collision measures at the entrance in traditional track area management. At the same time, the anti-collision devices are linked with access control and communication devices, and can quickly close to form a protective barrier after receiving abnormal instructions. Even in extreme cases where the human-vehicle linkage control fails, it can prevent vehicles from entering the personnel work area to the greatest extent, avoid greater casualties, and further reduce safety risks. Attached Figure Description

[0018] Figure 1 This is an assembly diagram of one embodiment of the present invention.

[0019] Figure 2 This is a partial schematic diagram of one embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of the access control system according to one embodiment of the present invention.

[0021] Figure 4 This is a schematic diagram showing the connection relationship between an infrared transmitter and an infrared receiver according to one embodiment of the present invention.

[0022] Figure 5 This is a schematic diagram showing the installation relationship between the anti-collision device and the track in one embodiment of the present invention.

[0023] Figure 6 This is a schematic diagram of an anti-collision device according to one embodiment of the present invention.

[0024] Figure 7 This is a plan view of one embodiment of the present invention.

[0025] In the attached diagrams: 1. Tunnel area; 2. Track management area; 3. Track; 4. Horizontal work vehicle; 5. Hard isolation system; 51. Hard isolation guardrail; 6. Access control; 61. Frame; 62. Gate; 63. Electromagnetic lock; 64. Iron plate; 65. IC card reader; 66. Mounting plate; 67. Access controller; 601. Wireless network module; 602. Wireless bridge; 603. Audible and visual alarm; 7. Infrared sensing module; 71. Infrared transmitter; 72. Infrared receiver; 8. Anti-collision device; 81. Iron frame; 82. Anti-collision beam; 83. Rotating shaft; 84. Limit bar; 85. Gear motor; 86. Motor controller; 87. First fixed beam; 88. Second fixed beam; 9. Tunnel portal. Detailed Implementation

[0026] The technical solutions of 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 some embodiments of the present invention, and not all embodiments. 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.

[0027] like Figures 1 to 7As shown, the present invention provides a track area management system applied during the construction phase, including a physical isolation system 5 and an access control system 6. The physical isolation system 5 includes at least two rows of physical isolation barriers 51, with at least one barrier in each row. In a preferred embodiment, there are six or more barriers in each row. At least one access control system 6 is provided on one row of physical isolation barriers 51. In a preferred embodiment, there are two access control systems 6, each including a frame 61, with at least one side of the frame 61 connected to the physical isolation barrier 51. Next, in a preferred embodiment, the frame 61 is fixedly connected to a rigid isolation guardrail 51 on both sides by bolts. A gate 62 is movably connected to the frame 61. The frame 61 is also provided with an electromagnetic lock 63. An iron plate 64 is fixedly installed on the gate 62, and the iron plate 64 and the electromagnetic lock 63 form an electromagnetic adsorption cooperation. An IC card reader 65 is provided on one outer side of the frame 61, and an IC card reader 65 and an access control controller 67 are provided on the other outer side of the frame 61. Both IC card readers 65 and the electromagnetic lock 63 are connected to the access control controller 67.

[0028] Furthermore, in some embodiments, one IC card reader 65 is used to identify the IC card of the security guard, and another IC card reader 65 is used to identify the IC card of the operator.

[0029] In this embodiment, each row of hard isolation guardrails 51 is laid starting from the tunnel entrance 9 of the tunnel area 1. The guardrails 51 are fixedly connected to each other. When an access control 6 is required, a frame 61 is installed between two guardrails 51. The width of the frame 61 is equal to the width of the guardrail 51. An additional enclosure device is laid at the end of the hard isolation system 5 (i.e., the guardrail 51 furthest from the tunnel entrance 9). Therefore, if staff want to enter the track management area 2, they must pass through the access control 6. Tracks 3 are laid in both the tunnel area 1 and the track management area 2. Horizontal work vehicles 4 are mounted on the tracks 3. Staff in the track management area 2 can also enter the tunnel area 1 by riding the horizontal work vehicle 4.

[0030] Tunnel area 1 and track area management area 2 together form the track area. The hard isolation guardrail 51 consists of edge guardrails with a height of 1.2m. Through physical isolation, the boundary between the track area and other areas is forcibly defined to prevent unauthorized personnel or equipment from entering the track area at will, thus building a basic safety barrier for the track area.

[0031] Access control system 6 is responsible for the core functions of personnel access control and abnormal intrusion warning in the track area. Its working principle is as follows: The left-side IC card reader 65 is used by security personnel to swipe their cards; it has a built-in encryption chip and only recognizes authorized personnel IC cards. The right-side IC card reader 65 is used by operators to swipe their cards and supports reading IC cards of authorized operators in batches. When access control controller 67 receives a dual card verification signal from both security personnel and operators, it cuts off the power supply to electromagnetic lock 63 for 5 seconds. Electromagnetic lock 63 stops generating magnetic force to attract iron plate 64, allowing personnel to pull gate 62 to enter the track area. After 5 seconds, access control controller 67 resumes power supply to electromagnetic lock 63, and personnel need to swipe their cards again to enter the track area.

[0032] In some embodiments, the audible and visual alarm 603 is mounted on the frame 61 and connected to the access control controller 67.

[0033] Specifically, the audible and visual alarm 603 is fixedly installed in a conspicuous position on the frame 61 (such as the top of the frame 61 or the center of the front). The control interface of the audible and visual alarm 603 is electrically connected to the relay output interface of the access controller 67 through a shielded cable. The access controller 67 can send start / stop commands to the audible and visual alarm 603 according to the preset alarm trigger conditions (illegal intrusion / abnormal card swiping) to realize the linkage control of the audible and visual alarm.

[0034] The 603 audible and visual alarm has an alarm sound pressure level of ≥110dB (ensuring clear identification within a 30m range in noisy tunnel environments), and the alarm light uses a high-frequency flashing LED (red in color).

[0035] In some embodiments, the hard isolation system 5 is provided with an infrared sensing module 7, which includes an infrared transmitter 71 and an infrared receiver 72. The hard isolation guardrail 51 closest to the tunnel entrance 9 faces the track area. Two infrared transmitters 71 are fixedly arranged at intervals in the vertical direction by waterproof mounting brackets. Two infrared receivers 72 are fixedly arranged at the corresponding position (on the same side as the infrared transmitters 71) of the hard isolation guardrail 51 farthest from the tunnel entrance 9. The infrared receivers 72 and infrared transmitters 71 are arranged in pairs, and the installation height of each pair of infrared receivers 72 is precisely matched with the corresponding infrared transmitters 71 to ensure that the infrared beams are in a horizontal opposing state.

[0036] Specifically, the installation height parameters of the infrared sensing module 7 are as follows: the center of the beam of one set of infrared receivers 72 and corresponding infrared transmitters 71 is 50cm above the ground. This set of beams is used to cover the detection range of small animals (such as mice and stray cats) and low-height objects; the center of the beam of another set of infrared receivers 72 and corresponding infrared transmitters 71 is 100cm above the ground. This set of beams is used to cover the detection range of adults and medium-height objects.

[0037] Both the infrared transmitter 71 and the infrared receiver 72 adopt high-precision photoelectric sensors, which have the characteristics of fast response, strong light resistance, and electromagnetic interference resistance, and are suitable for the construction environment of tunnels with high dust and strong electromagnetic interference. The signal output end of the infrared sensing module 7 is electrically connected to the access controller 67 through a shielded cable. When the infrared beam is blocked, the infrared receiver 72 can transmit the blocking signal to the access controller 67 in real time. The access controller 67 will trigger the corresponding alarm linkage logic according to the preset blocking duration judgment rule (blocking duration T≤2s is judged as a moving object, T>2s is judged as an object / person lingering).

[0038] In some embodiments, a track area management system applied during the construction phase further includes a central control platform, which is connected to an access controller 67 and is located in a central control room.

[0039] Specifically, the central control platform achieves a stable connection with the access controller 67 through dual links of industrial-grade Ethernet and wireless network. The wired link ensures basic communication through direct fiber optic connection, while the wireless link (relying on the Mesh network already deployed in the track area) serves as a backup channel. When the wired link is interrupted, it can automatically switch within 100ms to ensure uninterrupted data transmission.

[0040] The core hardware of the central control platform is an industrial-grade server, which integrates a data receiving module, an alarm handling module, and a log traceability module. The access controller 67 uploads information alarm information (including alarm time, access number, infrared blocking position, and anti-collision device closure status) to the central control platform in the central control room via the network. The central control platform automatically stores all data transmitted by the access controller 67, forming an unalterable operation log and alarm ledger, supporting rapid retrieval by time, access number, personnel information, and other dimensions to meet the traceability needs of construction safety management. After receiving the information, the central control platform automatically performs three operations: First, it switches the monitoring camera images of the corresponding access control area 6 and anti-collision device area 8 to the main display screen and starts recording and storing the data; second, it marks the location of the alarm access control 6 and the anti-collision device 8 on the central control electronic map, and displays the real-time location and status of the horizontal work vehicle 4 within a 50m radius (such as "parked", "pending confirmation", "anti-collision device closed"); third, it pushes an alarm notification (including a thumbnail of the scene and the status of the anti-collision device) to the safety management personnel's mobile APP to remind them to take timely action, and allows the management personnel to remotely issue commands such as "release alarm" and "lock access control" to the access control controller 67 through the platform.

[0041] In some embodiments, a mounting plate 66 is provided on the frame 61, and the mounting plate 66 is connected to the access controller 67. A wireless network module 601 is fixedly installed on the mounting plate 66 and connected to the access controller 67. The wireless network module (601) is an NB-IoT module. A wireless bridge 602 is provided on the frame 61, and the wireless bridge 602 is connected to the wireless network module 601. At least one wireless bridge 602 is provided on each hard isolation guardrail 51. At least one wireless bridge 602 is provided in the tunnel area 1, and the wireless bridges 602 are connected in a chain.

[0042] Specifically, the wireless network module 601 is an industrial-grade NB-IoT module. This module is fixed to the mounting plate 66 in a preset slot by a combination of clips and bolts. The wireless network module 601 has a built-in UDP protocol priority scheduling module, which can mark the instructions issued by the access controller 67 as the highest priority to ensure that the transmission delay is ≤20ms.

[0043] A first-level wireless bridge 602 is fixed to the top of the frame 61 by bolts. The signal input interface of the wireless bridge 602 is connected to the signal output interface of the wireless network module 601 through an industrial-grade waterproof network cable. A second-level wireless bridge 602 is fixed every 20m on the hard isolation guardrail 51 deployed in the track area by a special bracket. The bracket adopts a detachable design and a shock-absorbing pad is added to the bottom of the bracket (to reduce the impact of construction vibration on the bridge). Similarly, a third-level wireless bridge 602 is also fixed every 20m in the tunnel area 1 by a special bracket.

[0044] The wireless bridges 602 are connected in a chain: the first-level wireless bridge 602 (located at frame 61) serves as the root node; the second-level wireless bridge 602 serves as a leaf node, establishing point-to-point wireless connections with the previous-level bridge in sequence; the third-level wireless bridge 602 also serves as a leaf node, establishing point-to-point wireless connections with the previous-level bridge; the antennas of adjacent bridges are aligned with each other with a deviation of ≤5°, and adjacent bridges use different 5.8GHz channels (e.g., the first bridge uses channel 149, and the second bridge uses channel 153) to avoid co-channel interference, ensuring a communication distance of ≥100m between bridges and achieving 100% signal coverage in the track area.

[0045] In some embodiments, a collision avoidance device 8 is provided in the tunnel area 1. The collision avoidance device 8 is located near the tunnel entrance 9. The collision avoidance device 8 includes two iron frames 81 fixedly installed in the tunnel. The iron frames 81 are fixedly connected to the tunnel ground by expansion bolts. The iron frames 81 are located next to the track 3. A rotating shaft 83 is rotatably installed on each iron frame 81. A collision avoidance beam 82 is fixedly connected to each rotating shaft 83. A limit strip 84 is also fixedly installed on each iron frame 81. A reduction motor 85 and a motor controller 86 are connected and both are installed on the iron frame 81. The output shaft of the reduction motor 85 is connected to the rotating shaft 83. The motor controller 86 is connected to the wireless bridge 602 of the tunnel area 1.

[0046] In some embodiments, each iron frame 81 is connected to a first fixed beam 87 and a second fixed beam 88. The first fixed beam 87 is fixedly connected to the tunnel ground by expansion bolts, and the second fixed beam 88 is fixedly connected to the tunnel sidewall by expansion bolts. Through the dual-point anchoring method of ground + sidewall, the overall impact resistance stability of the anti-collision device 8 is greatly enhanced, which is adapted to the force characteristics of vehicle impact in the tunnel.

[0047] Specifically, the surfaces of the iron frame 81, the anti-collision beam 82, the first fixed beam 87, and the second fixed beam 88 are all coated with warning yellow and black reflective paint (the width ratio of the yellow and black stripes is 2:1). The reflective paint is made of high refractive index glass microspheres, and the visibility distance is ≥50m in the low-light environment of the tunnel, which makes it easier for construction personnel to identify the anti-collision device 8. At the same time, the anti-collision beam 82 has a built-in pressure sensor. The signal output end of the pressure sensor is electrically connected to the motor controller 86 through a waterproof aviation plug, which can monitor whether it is hit by a vehicle in real time and provide feedback on the status information.

[0048] During normal tunnel operation, the anti-collision beam 82 is parallel to the track 3 and does not affect the normal passage of the horizontal work vehicle 4 on the track 3. When the motor controller 86 receives an alarm linkage command (such as an illegal intrusion / card swiping abnormal escalation alarm) issued by the access controller 67 via the wireless network, it immediately triggers the closing action: the motor controller 86 drives the reduction motor 85 to start, and the output shaft of the reduction motor 85 drives the rotating shaft 83 to rotate synchronously through the coupling, thereby pulling the anti-collision beam 82 to rotate 90° around the rotating shaft 83 until the anti-collision beam 82 is tightly attached to the preset limit strip 84 (the limit strip 84 is made of thickened steel plate and welded to the inside of the iron frame 81). At this time, the anti-collision beam 82 is in a vertical closed state, lying horizontally above the track 3, forming a physical interception barrier.

[0049] If the horizontal work vehicle 4 fails to stop in time due to brake failure and collides with the anti-collision beam 82, the pressure sensor built into the anti-collision beam 82 will transmit the impact pressure signal to the motor controller 86 within 10ms after the impact. The motor controller 86 will then upload the signal to the central control platform via wireless network. After receiving the signal, the central control platform will immediately display a pop-up window on the main display screen indicating that "the anti-collision device 8 has been impacted" and push an emergency notification to the safety management personnel's mobile APP, including the impact time, the location of the anti-collision device, and the real-time pressure value. At the same time, it will automatically lock the monitoring video of the area to facilitate subsequent accident tracing and handling.

[0050] It should be noted that Access Control 6 is the key component of the entire track area management system, responsible for the core functions of personnel access control and abnormal intrusion early warning. Its sensing logic, alarm linkage mechanism, and abnormal target judgment rules are as follows: The access control system's alarm linkage is divided into two categories: unauthorized entry alarm and abnormal card swipe alarm. The specific triggering conditions and linkage logic are as follows: I. Unauthorized entry alarm (intrusion scenario without swiping a card) When access control 6 does not receive a double card verification signal from "security guard + operator", if infrared sensor module 7 detects that the beam is blocked, it will immediately trigger an illegal intrusion alarm process. The specific linkage logic adopts a "three-level linkage response + anti-collision device linkage" mechanism: 1. Level 1 Local Linkage (0-100ms after triggering): Access controller 67 immediately activates the audible and visual alarm 603, and simultaneously sends an "emergency stop" command to the on-board controller of the horizontal work vehicle 4 via wireless network (the command is transmitted using UDP protocol, with the highest priority to ensure low latency), and sends an "immediate closure" command to the anti-collision device 8 in the tunnel; after receiving the command, the on-board controller of the horizontal work vehicle 4 immediately cuts off the power to the drive motor and simultaneously activates the electromagnetic braking device to bring the vehicle to an emergency stop within a distance of ≤1m (the braking parameters have been preset and calibrated for different working conditions of no-load / full-load).

[0051] 2. Second-level central control linkage (100-300ms after trigger): Access controller 67 uploads alarm information (including alarm time, access number, infrared obstruction position, and anti-collision device closure status) to the central control platform via the network. After receiving the information, the central control platform automatically performs three operations: First, it switches the monitoring camera images of the corresponding access control area 6 and anti-collision device area to the main display screen and starts recording and storage; second, it marks the alarm access control 6 location and anti-collision device 8 location on the central control electronic map, and displays the real-time location and status of the horizontal work vehicle 4 within a 50m radius (such as "stopped", "pending confirmation", "anti-collision device closed"); third, it pushes alarm notifications (including on-site image thumbnails and anti-collision device status) to the safety management personnel's mobile APP to remind them to take timely action, and allows management personnel to remotely issue commands such as "release alarm" and "lock access" to access controller 67 through the platform.

[0052] 3. Three-level on-site linkage (300-500ms after triggering): If the alarm continues, the access control controller 67 will broadcast an alarm voice message to the work area within a 30m radius via wireless network. The message message will read, "Emergency alarm, illegal intrusion into track area 2, do not approach, management personnel must arrive immediately." At the same time, the anti-collision device 8 will be activated. After receiving the instruction, the motor controller 86 will drive the reduction motor 85 to start, so that the anti-collision beam 82 is tightly attached to the preset limit bar 84. At this time, the anti-collision beam 82 is in a vertical closed state, lying directly above the track 3, forming a physical interception barrier. The closing response time is ≤1.5s, preventing the horizontal work vehicle 4 from entering the alarm area. If the horizontal work vehicle 4 fails to brake in time and hits the anti-collision device 8, the pressure sensor built into the device will upload the impact signal to the central control platform, and the platform will immediately push an emergency notification that "the anti-collision device has been hit".

[0053] II. Card Swiping Abnormal Alarm (Single-sided Card Swiping / Invalid Card Scenarios) When only security personnel swipe their cards, only operators swipe their cards, or unauthorized IC cards (such as expired cards or cards not belonging to this project) are swiped, the access control controller 67 triggers a card-swiping anomaly alarm. The linkage logic is as follows: First, the audible and visual alarm 603 emits an "intermittent alarm" (sounding for 1 second and stopping for 1 second, unlike the "continuous alarm" for illegal intrusion); second, it sends "card-swiping anomaly" information (including the abnormal card type, card number, and time) to the central control platform in the control room, and simultaneously sends a "warning standby" command to the anti-collision device 8, which enters a high-sensitivity response mode (the anti-collision device 8 is ready to close at any time); third, the central control platform records the anomaly log, and a prompt box pops up on the monitoring screen; fourth, the access control 6 remains locked, and even if cards are continuously swiped on one side, the door will not be opened. Management personnel must verify on-site and remotely deactivate the alarm through the central control platform before card swiping can be performed again. If the card-swiping anomaly escalates to illegal intrusion (such as personnel forcibly climbing over the access control), the complete linkage logic of the above-mentioned illegal intrusion alarm is immediately triggered, including the closure of the anti-collision device 8.

[0054] III. Infrared Target Determination Rules (Distinguishing Between Live Animals and Objects) To avoid false alarms caused by small animals (such as mice or stray cats) or temporarily dropped objects (such as tools or building material fragments) blocking the infrared beam, the access controller 67 incorporates an infrared occlusion duration determination algorithm. By analyzing the duration of the infrared beam being blocked, it distinguishes the target type. The specific rules are as follows: "Living object" determination criteria: When the infrared beam is blocked for a duration T≤2s, it is determined to be a "living object" (such as a small animal quickly crossing through, or personnel immediately evacuating after accidental contact). At this time, the system executes "lightweight response": only the audible and visual alarm 603 is activated (it automatically stops after 3s), no "emergency stop" command is sent to the horizontal work vehicle 4, no anti-collision device 8 is triggered to close, and only a "suspected living object intrusion" prompt message is sent to the central control platform (the message is marked as "low priority" and does not pop up to interfere with normal monitoring); if the obstruction is removed within 2s, the system automatically returns to normal state without subsequent linkage operations; if the obstruction is still not removed after 2s, it automatically escalates to "object" determination and executes the complete alarm linkage process.

[0055] The "object" determination criteria are as follows: when the infrared beam is blocked for a duration T > 2 seconds, it is determined to be an "object" (such as a dropped tool, piled-up building materials, or personnel lingering and obstructing the beam). At this time, the system immediately executes the three-level linkage response + anti-collision device linkage mechanism of the above-mentioned "illegal intrusion alarm". At the same time, it marks "suspected object obstruction" in the alarm information of the central control platform and prompts the management personnel to come to the scene to investigate (such as removing the obstructing object, confirming whether there are personnel lingering, and checking the status of the anti-collision device). After the object is removed and the infrared beam is restored to unobstructed flow, the management personnel must click "cancel alarm" on the central control platform for the system to resume normal operation, avoiding security vulnerabilities caused by automatic cancellation.

[0056] The alarm clearing and reset procedure is as follows: Deactivating the alarm requires four steps: on-site investigation, central control confirmation, system reset, and unlocking of the anti-collision device. The specific procedure is as follows: When the management personnel arrive at the site of alarm access control 6 and anti-collision device 8, they investigate the cause of the obstruction (such as removing objects, driving away moving animals, verifying whether personnel have entered illegally, and checking whether anti-collision device 8 is damaged). After confirming that there are no safety hazards on site, they scan the QR codes of access control and anti-collision device with a handheld terminal (paired with access control 6) and upload the confirmation information of "on-site investigation completed" and "anti-collision device in normal condition (or repaired)" respectively. After the central control room management personnel confirmed through the monitoring screen and on-site investigation information that the cause of the alarm had been eliminated and the anti-collision device was in normal condition, they clicked the "Cancel Alarm" button on the central control platform and sent the "Cancel Stop" command to the horizontal work vehicle 4 and the "Unlock and Open" command to the anti-collision device 8. After receiving the "release stop" command, the on-board controller of the horizontal work vehicle 4 releases the electromagnetic brake, restores the power supply to the drive motor, and the vehicle can start normally; after receiving the command, the anti-collision device 8 restores the passage of the track area, with an opening response time of ≤1.5s. Access controller 67 shuts down audible and visual alarm 603, central control platform stops recording and storing video, electronic map alarm markings and anti-collision device 8 status markings are cleared, and the system returns to normal operation.

[0057] In addition, this management system is also equipped with compatible software. This software is used to connect the information confirmation system of the central control platform, horizontal work vehicle 4, access control 6, and anti-collision device 8. It is the "soul" of the Internet of Things system, responsible for connecting various hardware devices, receiving information, and issuing instructions. Its overall operation process is divided into the following four steps: (1) Information entry: Enter the personal information (such as name, identity, work authority, etc.) of the safety protection specialist and the operators into the system in advance, and at the same time enter the equipment information (such as number, model, operating parameters) of the horizontal work vehicle 4 and the basic information such as the location and number of the anti-collision device 8 to ensure that no personnel or equipment information is omitted and that it is traceable; (2) Instruction confirmation: Before each day's construction, confirm the track area operation instructions in the system, clarify the scheduling plan of the horizontal operation vehicle 4, the specific list of operators, the duration of the operation task, the specific location of the operation section and the initial status of the anti-collision device 8, etc., to achieve coordinated planning of each operation link; (3) Operation verification: Verify the transmission and execution of system instructions, check whether the access control 6 and the anti-collision device 8 are operating normally, confirm whether the horizontal work vehicle 4 can stop running or enter the prohibited area according to the preset procedure when a worker enters the track area, and whether the anti-collision device 8 can act according to the instructions, so as to ensure the linkage control effect between personnel and vehicles and the effectiveness of the final anti-collision guarantee. (4) Anomaly verification: Verify the system’s ability to warn and handle abnormal situations. Check whether the system can immediately trigger the horizontal work vehicle 4 to stop running, issue an alarm signal, close the anti-collision device 8, and automatically monitor key areas such as the track area and tunnel door 9 when abnormal situations such as illegal intrusion, equipment failure, or impact to the anti-collision device 8 occur, so as to ensure that abnormal situations are handled in a timely manner.

[0058] The overall operation process of this system is as follows: Workers must have access cards and swipe their cards at access control point 6 and with the safety officer to obtain permission to enter the track area. After access control 6 is opened, the system automatically sends an alarm signal to the horizontal work vehicle 4 in the track area. After receiving the signal, the vehicle stops working or enters the prohibited area. At the same time, the central control platform controls the central control room monitoring system to automatically switch to the access control 6 area to monitor the work area in real time and display the position and running status of the horizontal work vehicle 4 simultaneously. The anti-collision device 8 remains open. After the staff in the central control room confirmed through monitoring that there were no safety hazards on site, they clicked the system command to open the track area entrance, and the workers entered the track area to carry out their work. After the operation is completed, the workers leave the track area. The staff in the central control room conduct a final review of the situation on the track area. After confirming that there are no personnel left or safety hazards, they click the system command to release the horizontal work vehicle 4. The vehicle's alarm is canceled and normal operation resumes. If an abnormal situation such as unauthorized intrusion occurs during operation, the system will immediately execute the alarm linkage logic, triggering operations such as emergency stop of the horizontal work vehicle 4 and closure of the anti-collision device 8. After the abnormality is resolved, the system will resume normal operation according to the reset procedure.

[0059] The above description is merely an embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention specification, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A track area management system applied during the construction phase, characterized in that, include: The hard isolation system includes at least two rows of hard isolation barriers, with at least one hard isolation barrier in each row. The hard isolation system is used to physically isolate the boundary between the track area and the non-track area to prevent unauthorized personnel or equipment from entering. One of the rows of hard isolation railings is equipped with at least one access control device, which is used to perform access control verification for personnel entering the track area and to provide early warning of abnormal intrusion. A communication device, which is installed on the access control system, is used to establish a real-time data interaction link between the access control system and the device to realize command transmission and status feedback; A collision avoidance device is installed at the portal within the tunnel area. The collision avoidance device is used to close in abnormal circumstances to form a physical barrier to intercept out-of-control horizontal work vehicles.

2. A track area management system applied during the construction phase according to claim 1, characterized in that: The access control system includes a frame, at least one side of which is connected to the hard isolation fence. A gate is movably connected to the frame. The frame is also equipped with an electromagnetic lock. An iron plate is fixedly installed on the gate, and the iron plate and the electromagnetic lock form an electromagnetic attraction cooperation. An IC card reader is provided on one outer side of the frame, and the IC card reader and the access control controller are provided on the other outer side of the frame. Both IC card readers and the electromagnetic lock are connected to the access control controller. One of the IC card readers is used to identify the IC card of the security guard, and the other IC card reader is used to identify the IC card of the operator.

3. A track area management system applied during the construction phase according to claim 2, characterized in that: The frame is equipped with an mounting plate, which is connected to the access control controller. The communication device is mounted on the frame and includes a wireless network module, which is fixedly mounted on the mounting plate and connected to the access control controller. The frame is equipped with a wireless bridge, which is connected to the wireless network module. Each of the hard isolation fences is equipped with at least one wireless bridge, and at least one wireless bridge is located in the tunnel area. The wireless bridges are connected in a chain.

4. A track area management system applied during the construction phase according to claim 3, characterized in that: The wireless network module is an NB-IoT module.

5. A track area management system applied during the construction phase according to claim 2, characterized in that: An audible and visual alarm is installed on the frame and connected to the access control controller.

6. A track area management system applied during the construction phase according to claim 1, characterized in that: The hard isolation system is equipped with an infrared sensing module, which includes an infrared transmitter and an infrared receiver. Two infrared transmitters are arranged at vertical intervals on the hard isolation fence closest to the tunnel entrance, and two infrared receivers are arranged on the hard isolation fence farthest from the tunnel entrance. The infrared receivers are arranged in pairs with the infrared transmitters, and their installation height matches that of the corresponding infrared transmitters.

7. A track area management system applied during the construction phase according to claim 6, characterized in that: One set of infrared receivers and infrared transmitters is 50cm above the ground, and the other set of infrared receivers and infrared transmitters is 100cm above the ground.

8. A track area management system applied during the construction phase according to claim 2, characterized in that: It also includes a central control platform, which is connected to the access control controller.

9. A track area management system applied during the construction phase according to claim 3, characterized in that: The anti-collision device includes two iron frames fixedly installed inside the tunnel. The iron frames are located next to the track. A rotating shaft is rotatably installed on each of the iron frames. An anti-collision beam is fixedly connected to each of the rotating shafts. A limit strip is also fixedly installed on each of the iron frames. A geared motor and a motor controller are connected and installed on the iron frames. The output shaft of the geared motor is connected to the rotating shaft. The motor controller is connected to the wireless bridge in the tunnel area.

10. A track area management system applied during the construction phase according to claim 9, characterized in that: The anti-collision beam has a built-in pressure sensor, which is connected to the motor controller.

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