Railway operation high-safety protection system and matching handheld terminal thereof

Abstract

The application discloses a railway operation high-safety protection system applied to the field of railway safety and a matching handheld terminal thereof. Through the design of the handheld terminal, an operation personnel can timely receive information of a closed block section where a train is located, and can be given a graded alarm when approaching the train, so that the operation personnel can timely get off the track to avoid and reduce safety risks. In addition, the system can also adjust different alarm timings according to different closed block sections occupied by work points, so that the time difference from when the operation personnel receives the alarm to when the train arrives is controlled in a preset reasonable range, and thus the safety risks caused by the alarm timings being too early or too late due to different closed block sections where the work points are located are effectively reduced. Meanwhile, the design of the double fences makes the distance measurement between the main electronic fence and the train more accurate, and thus the accurate judgment of the arrival of the train is effectively ensured, so that timely alarm is realized, and safety risks are further reduced.

Description

Technical Field

[0001] This invention relates to the field of railway safety, and in particular to a high-safety protection system for railway operations and its supporting handheld terminal. Background Technology

[0002] Ensuring the personal safety of workers is paramount during on-site operations such as railway line maintenance and construction. Traditional protection methods mainly rely on manual observation, static section closures, and simple audible and visual alarms for train approach. These methods suffer from low warning accuracy, lack of individual targeting, and inability to adapt to complex and dispersed work scenarios.

[0003] To ensure train safety and the necessary throughput capacity of railway lines, railway lines are divided into several sections of varying lengths. Each section is called a block section, and a block section should generally be no less than 2000m long. A block section is the smallest management unit in the railway signaling system that ensures train operation safety. The occupancy status of trains can be monitored in real time through technical means such as track circuits and axle counting equipment.

[0004] Some existing technical solutions utilize the occupancy information of block sections on track circuits to detect the oncoming trains on the corresponding track sections towards the work point, and provide timely warnings so that workers can leave the track in time to avoid trains and reduce safety hazards. For example, Chinese Patent CN109345022B discloses a method for optimizing fixed block sections of railways, and Chinese Patent CN116654057B discloses a method for determining route-related block sections based on virtual block sections within stations.

[0005] However, work sites often span more than one block section. Therefore, when issuing warnings based on the occupancy status of one or two block sections before the work site, it is easy for staff in different block sections to have to wait for different times after receiving the alarm information before the train arrives, and the time difference is large. This can cause some staff to easily ignore the alarm information and misjudge the arrival time of the train, resulting in significant safety hazards. Summary of the Invention

[0006] The core of this invention lies in adjusting the alarm timing based on the different block sections occupied by the work point. This ensures that the time difference between the operator receiving the alarm and the train's arrival is controlled within a preset reasonable range (e.g., 2-4 minutes), effectively avoiding misjudgments and solving the safety problems caused by alarm timing being too early or too late due to different block sections of the work point in existing technologies. Simultaneously, tiered alarms are implemented based on changes in the distance between the train and the work point, effectively ensuring that operators can promptly exit the tracks to avoid the alarm and are less likely to ignore alarm information, further reducing safety hazards.

[0007] To solve the above problems, the present invention adopts the following technical solution.

[0008] A high-safety protection system for railway operations includes a sensing layer, a transmission layer, a platform layer, and a terminal layer. The sensing layer includes a block signal sensing unit and an operation positioning sensing unit. The block signal sensing unit includes an on-board positioning module installed on the train, a rail short-circuit monitoring module installed on the train's two wheels, and multiple sets of radar monitoring modules installed at the entrances of multiple block sections of the railway. The operation positioning sensing unit integrates a Beidou-3 centimeter-level positioning module, an inertial navigation module, and a multi-source auxiliary calibration module. The platform layer includes a judgment module, a multi-level alarm control module, and a work area management module. The judgment module is used to determine the accuracy of the block zone occupancy signal collected by the sensing layer. The multi-level alarm control module includes an alarm signal generation module and an alarm timing adjustment module. The work area management module is used to set up electronic fences. The terminal layer includes handheld terminals, which are used to receive alarm commands issued by the platform layer and execute hierarchical alarm actions, synchronously collect the location data of the workers and feed it back to the platform layer, receive alarm prompts when the workers leave the work area and trigger early warnings.

[0009] Furthermore, the multi-level alarm control module is designed with level one alarm, level two alarm, and level three alarm according to the severity of the situation; Level 1 alarm: Triggered when the train enters the two block sections before the work point; Level 2 alarm: Triggered when the train enters the block section preceding the work point; Level 3 alarm: Triggered when the train is less than 1000 meters from the work site.

[0010] Furthermore, the alarm for personnel leaving the work area includes boundary crossing alarm and unauthorized departure alarm. The boundary crossing alarm is triggered when the personnel's position exceeds the boundary of the electronic fence, and the unauthorized departure alarm is triggered when the personnel stay in the non-work area within the electronic fence for too long. The alarm command is simultaneously sent to the handheld terminal and the visualization interface of the platform layer.

[0011] Optionally, the triggering conditions for Level 3 alarms are fixed, while the triggering conditions for Level 1 and Level 2 alarms are fluctuating. The alarm timing adjustment module is linked with the electronic fence.

[0012] Optionally, the alarm timing adjustment module includes rules for adjusting alarm timing, such as fence distribution adaptation rules. The specific fence distribution adaptation rules are as follows: A: When the electronic fence occupies only one block zone: A1. When the distance between the electronic fence boundary M and the boundary of the block section N closest to the approaching train is ≥500 meters, and the operator is relatively far from the previous block section N-1, a normal alarm will be triggered. That is, a level one alarm will be triggered when the train enters the two block sections N-2 before the work point, and a level two alarm will be triggered when the train enters the one block section N-1 before the work point. A2. When the distance between the electronic fence boundary M and the boundary of the block section N closest to the approaching train is less than 500 meters, the operator is relatively close to the block section N-1, and the secondary alarm is triggered in advance. Specifically, the secondary alarm can be triggered when the train enters the middle of the block section N-2. The primary alarm is triggered accordingly in advance. Specifically, the primary alarm is triggered after the train enters the block section N-3, and the secondary alarm is triggered after the train enters the block section N-2. B: When the electronic fence spans two closure zones: If the boundary M of the electronic fence falls within block section N-1, then the distance between the electronic fence boundary M and the boundary of block section N-1 on the side closest to the approaching train is compared, and an alarm is triggered according to the standard when the electronic fence occupies only one block section. Where M represents the boundary position of the electronic fence on the side where the train is approaching, N represents the current block section, N-1 represents the previous block section of the current block section, N-2 represents the two block sections before the current block section, and N-3 represents the three block sections before the current block section.

[0013] Optionally, the electronic fence includes a main electronic fence for the work area and sub-electronic fences for the workers. The main electronic fence is formed by the range of kilometer markers manually entered by the workers on their handheld terminals. The range of the sub-electronic fences for the workers is set according to the job requirements. The boundary of the main electronic fence fluctuates according to the position of the workers at the edge.

[0014] Furthermore, the alarm timing adjustment module also includes dual-fence linkage rules for adjusting alarm timing. The specific dual-fence linkage rules are as follows: C1. When the sub-electronic fence extends beyond the boundary of the main electronic fence by ≥50 cm and stays for ≥3 seconds, the boundary of the main electronic fence is extended to the outermost part of the sub-electronic fence, so that the sub-electronic fence is always nested inside the main electronic fence. The multi-level alarm control module recalculates the train approach distance based on the adjusted main electronic fence and adapts to the above fence distribution adaptation rules. C2. When personnel move to the inside of the original boundary of the main electronic fence by ≥1 meter and stay for ≥10 seconds, the main electronic fence returns to its original state and the alarm trigger timing is reset simultaneously.

[0015] A handheld terminal for a high-safety protection system for railway operations includes a terminal body with a screen. The terminal body integrates a positioning module, an alarm execution module, a communication module, and a human-machine interaction module. The alarm execution module includes a voice broadcaster, a miniature vibrator, and an audible and visual alarm installed in the terminal body.

[0016] Optionally, it also includes a touch alarm installed on the back of the device. The back of the terminal body is provided with an annular groove, and the touch alarm matches the annular groove. The touch alarm is a hollow elastic structure and is saturated with air. The terminal body is also equipped with an alarm off button, which is connected to the alarm execution module.

[0017] Furthermore, the touch alarm includes a capsule and multiple pressure pads fixedly embedded in the end of the capsule away from the terminal body. The multiple pressure pads are arranged in a ring array and are divided into two groups, with the two groups of pressure pads being staggered. Two sets of electromagnetic plates are fixedly embedded in the inner wall of the capsule near the terminal body, which are respectively arranged corresponding to the two groups of pressure pads.

[0018] Furthermore, the pressure patch includes a magnetic support sheet fixedly connected to the outer layer of the capsule, multiple pressure micropillars that move through the magnetic support sheet, and an elastic cladding and a flexible cladding fixedly connected to the edges of both ends of the magnetic support sheet. The multiple pressure micropillars are all fixedly connected to the flexible cladding, and the end of the pressure micropillar away from the terminal body is a hemispherical structure.

[0019] Compared with the prior art, the advantages of this invention are: (1) Through the design of the handheld terminal, the operator can receive information about the block section where the train is located in a timely manner. As the train approaches, the operator can be given a graded alarm, so that the operator can get off the track in time to avoid the train and reduce safety hazards.

[0020] (2) This scheme adjusts the alarm timing according to the different block sections occupied by the work point, so that the time difference between the worker receiving the alarm and the arrival of the train is controlled within a preset reasonable range (e.g., 2-4 minutes), effectively avoiding misjudgment and solving the safety problem caused by the alarm timing being too early or too late due to the different block sections occupied by the work point in the existing technology. At the same time, the alarm is classified according to the change in distance between the train and the work point, which effectively ensures that the worker can get off the track in time to avoid the train and is less likely to ignore the alarm information, further reducing safety hazards.

[0021] (3) In addition, this solution will link the alarm with the electronic fence. Based on the dynamic nature of the workers, a double fence is set up (a sub-electronic fence set for the workers and a main electronic fence based on the work point). The boundary of the main electronic fence is constantly updated and fluctuates with the sub-electronic fence, which makes the distance measurement between the main electronic fence and the train more accurate, thereby effectively ensuring the accurate judgment of the train's arrival when the alarm is triggered and reducing safety hazards. Attached Figure Description

[0022] Figure 1 This is a block diagram of the main modules of the present invention; Figure 2 This is a perspective view of the handheld terminal of the present invention; Figure 3 This is a schematic diagram illustrating the division of the occlusion zone according to the present invention; Figure 4 This is a schematic diagram illustrating the alarm triggering mechanism in this invention when the electronic fence occupies only one block zone and its boundary is far from the block zone N-1. Figure 5 This is a schematic diagram illustrating the alarm triggering mechanism when the electronic fence occupies only one block zone and its boundary is close to the block zone N-1 in this invention. Figure 6 This is a schematic diagram illustrating the alarm triggering mechanism in this invention when the electronic fence spans two blocking zones and its boundary is far from the blocking zone N-1. Figure 7 This is a schematic diagram of the main electronic fence boundary expanding with the fluctuation of the sub-electronic fence according to the present invention. Figure 8 This is a perspective view of the handheld terminal of the present invention when installing the touch alarm; Figure 9 This is a schematic diagram of the tactile alarm device of the present invention performing alternating touch alarms. Figure 10 This is a cross-sectional schematic diagram of the skin-pressing sheet of the present invention; Figure 11 This is a schematic diagram showing the changes in the two sets of pressure pads when one set of electromagnetic pads is energized according to the present invention. Explanation of the labels in the diagram: 1 Terminal body, 101 Annular groove, 2 Screen, 3 Touch alarm, 31 Encapsulation, 32 Pressure pad, 321 Magnetic support sheet, 322 Elastic cladding, 323 Flexible cladding, 324 Pressure micropillar. Detailed Implementation

[0023] The technical solutions will now be clearly and completely described with reference to the accompanying drawings in the embodiments of the present invention.

[0024] First implementation method: like Figure 1A high-safety protection system for railway operations includes a sensing layer, a transmission layer, a platform layer, and a terminal layer. The sensing layer includes a block signal sensing unit and an operation positioning sensing unit. The block signal sensing unit includes an onboard positioning module installed on the train, a rail short-circuit monitoring module installed on the train's wheels, and multiple radar monitoring modules installed at the entrances of various block sections of the railway. The onboard positioning module collects the vehicle's location information, the rail short-circuit monitoring module automatically detects short circuits between the rails in a block section to determine if the block section is occupied by a train, and the radar monitoring module directly detects train occupancy. The train's entry into each block section is monitored by the block signal sensing unit, which collects information from three directions. This triple signal verification effectively ensures the accuracy of the train's block section occupancy information. The operation positioning sensing unit integrates a BeiDou-3 centimeter-level positioning module, an inertial navigation module, and a multi-source auxiliary calibration module. The BeiDou-3 centimeter-level positioning module and the inertial navigation module are mainly used to collect real-time position data of the operators. The multi-source auxiliary calibration module can adjust the displayed position of the operators on the platform layer in real time based on the collected position data, so that the deviation between the displayed position of the operators on the platform layer and the actual position is small.

[0025] The transmission layer adopts a three-layer redundant communication architecture of "backbone network + local network + emergency network" to realize encrypted data transmission between the perception layer, platform layer and terminal layer, and ensure the stable transmission of alarm commands and location data.

[0026] The platform layer includes a judgment module, a multi-level alarm control module, and a work area management module. The judgment module is used to determine the accuracy of the block zone occupancy signal collected by the sensing layer. Specifically, it can cross-compare the triple block signals collected by the vehicle positioning module, the rail short-circuit monitoring module, and the radar monitoring module, and set a signal consistency threshold. Only when two or more types of signals confirm the block zone occupancy / idle status will an alarm command be triggered or the alarm be deactivated, thereby effectively reducing the occurrence of false alarms. The multi-level alarm control module is designed with level 1 alarm, level 2 alarm, and level 3 alarm according to the severity of the situation. The multi-level alarm control module includes an alarm signal generation module, which generates level 3 alarm commands based on the real-time speed of the train, the distance to the work area, and the track alignment. The work area management module is used to set up electronic fences and display them on the platform layer. The terminal layer includes a handheld terminal, which is used to receive alarm commands issued by the platform layer and execute hierarchical alarm actions. It also collects the location data of the workers and feeds it back to the platform layer. It receives alarm prompts when workers leave the work area and triggers a warning. When workers are performing railway maintenance, they input the kilometer marker range of the work point before starting work. The kilometer marker range of the work point can be sent to the platform layer through the transmission layer. When the train travels to the block section before the work point, the platform layer sends the corresponding occupancy information to the handheld terminal, so that the workers can leave the track in advance to avoid the train and reduce safety hazards.

[0027] The alarm for personnel leaving the work area includes boundary crossing alarm and unauthorized departure alarm. The boundary crossing alarm is triggered when the personnel's position exceeds the boundary of the electronic fence, and the unauthorized departure alarm is triggered when the personnel stay in the non-work area within the electronic fence for too long. The alarm command is simultaneously sent to the handheld terminal and the visual interface of the platform layer, effectively monitoring the operation on the rails, effectively reducing the occurrence of non-standard operations, enabling railway maintenance operations to be completed within the specified time, and reducing the risk of operation time being extended due to non-standard operations, thereby reducing the safety hazards caused by overtime operations and effectively ensuring the safety of personnel at work.

[0028] like Figure 2 A handheld terminal for a high-safety protection system for railway operations includes a terminal body 1, a screen 2 on the terminal body 1, and a positioning module, an alarm execution module, a communication module and a human-machine interaction module integrated within the terminal body 1. The alarm execution module includes a voice broadcaster, a micro vibrator and an audible and visual alarm installed in the terminal body 1, wherein the voice broadcaster, the micro vibrator and the audible and visual alarm are used to execute level one alarm, level two alarm and level three alarm respectively.

[0029] Specific examples Figure 3 The block section division shown is as follows: Level 1 alarm: triggered when the train enters the two block sections N-2 before the work point, generating a voice prompt alarm command; Level 2 alarm: Triggered when the train enters the block section N-1 before the work point, generating a high-frequency vibration + voice broadcast + on-site sound and light linkage alarm command; Level 3 alarm: Triggered when the train is less than 1000 meters from the work site, generating a mandatory voice alarm command to remind evacuation.

[0030] In summary, as the train approaches the work site, it can issue multiple alarms in a tiered manner. Based on the execution of the alarm commands, the workers can intuitively understand the urgency of the alarm and thus intuitively understand that the train is getting closer and closer. This effectively ensures that when the train approaches, the workers have enough time to get off the track and avoid it, significantly reducing safety hazards.

[0031] Second implementation method: This embodiment adds an alarm timing adjustment module to the first embodiment, while the rest remains the same as the first embodiment.

[0032] The triggering conditions for Level 3 alarms are fixed, while the triggering conditions for Level 1 and Level 2 alarms are fluctuating. The multi-level alarm control module also includes an alarm timing adjustment module, which is used to adjust the triggering conditions for Level 1 and Level 2 alarms. The alarm timing adjustment module is linked with the electronic fence, and the adjustment rules for alarm timing include fence distribution adaptation rules. The specific fence distribution adaptation rules are as follows: Where M represents the boundary position of the electronic fence on the side where the train is approaching (the boundary of the work point), the current block section is N, the previous block section is N-1, the previous two block sections are N-2, the previous three block sections are N-3, and the average length of a block section is 2000 meters.

[0033] A: When the electronic fence occupies only one block zone: like Figure 4 A1. When the distance between the electronic fence boundary M and the boundary of the block section N closest to the approaching train is ≥500 meters, and the operator is relatively far from the previous block section N-1, a normal alarm will be triggered. That is, a level one alarm will be triggered when the train enters the two block sections N-2 before the work point, and a level two alarm will be triggered when the train enters the one block section N-1 before the work point. like Figure 5 A2. When the distance between the electronic fence boundary M and the boundary of the block section N closest to the approaching train is less than 500 meters, the operator is relatively close to the block section N-1, and the secondary alarm is triggered in advance. For example, the secondary alarm can be triggered when the train enters the middle of the block section N-2. The primary alarm is triggered accordingly in advance. For example, when the train enters the block section N-3 and is 500 meters away from the block section N-2, the primary alarm is triggered. When the train enters the block section N-2 and is 500 meters away from the block section N-1, the secondary alarm is triggered. When an alarm is triggered within a block section, the specific alarm location is not fixed at 500 meters; it is merely an example. The actual location can be determined by the train speed. The faster the speed, the greater the distance should be. In other words, when adjusting the alarm timing, the train speed must also be considered. The faster the speed, the greater the advance of the alarm timing, thus allowing sufficient time for workers to evacuate and protecting their personal safety.

[0034] B: When the electronic fence spans two closure zones: If the boundary M of the electronic fence falls within block section N-1, then the distance between the electronic fence boundary M and the boundary of block section N-1 closest to the approaching train is compared. An alarm should be triggered according to the standard when the electronic fence occupies only one block section. It is worth noting that all alarm trigger points should be shifted one block section towards the approaching train side. Specifically, as follows... Figure 6 Taking the example where the distance between the electronic fence boundary M and the boundary of block section N-1 closest to the approaching train is ≥500 meters, a level one alarm is triggered when the train enters block section N-3, and a level two alarm is triggered when the train enters block section N-2. Conversely, if the distance between the electronic fence boundary M and the boundary of block section N-1 closest to the approaching train is less than 500 meters, the alarm can be triggered by referring to the advance triggering method in A2, using block section N-1 (equivalent to block section N in A2) as the reference point.

[0035] Compared to the first implementation, the alarm timing can be advanced or delayed depending on the actual distribution of the work points in the block section. This reduces the time difference between the initial alarm and the arrival of the train when the work points occupy different numbers of block sections, thus effectively reducing the safety hazards caused by staff ignoring the alarm due to the train not arriving for a long time after the alarm. It also effectively reduces the safety hazard of not having enough time to get off the track when the train arrives too quickly after the alarm.

[0036] In summary, the alarm triggering timing can be dynamically adjusted according to the distribution and coverage of the electronic fence in the block section of the work area, thereby effectively eliminating the alarm time difference caused by the electronic fence crossing the block section or approaching the edge of the block section, effectively reducing the occurrence of misjudgment by operators, and reducing safety hazards.

[0037] The third implementation method: This implementation method further improves the electronic fence based on the previous two implementation methods, while the rest remains the same as the previous two implementation methods.

[0038] The alarm timing adjustment module also includes dual-fence linkage rules for adjusting alarm timing; like Figure 7 The electronic fence includes a main electronic fence for the work area and sub-electronic fences for the workers. The main electronic fence is formed by the range of kilometer markers manually entered by the workers on their handheld terminals. The range of the sub-electronic fences for the workers is set according to the needs of the job. The boundary of the main electronic fence fluctuates according to the position of the workers at the edge.

[0039] The specific rules for the dual-fence linkage are as follows: C1. When the sub-electronic fence extends beyond the boundary of the main electronic fence by ≥50 cm and stays for ≥3 seconds, the boundary of the main electronic fence is extended to the outermost part of the sub-electronic fence, so that the sub-electronic fence is always nested inside the main electronic fence. The multi-level alarm control module recalculates the train approach distance based on the adjusted boundary position of the main electronic fence and adapts to the fence distribution adaptation rules. C2. When personnel move to the inside of the original boundary of the main electronic fence by ≥1 meter and stay for ≥10 seconds, the main electronic fence returns to its original state and the alarm trigger timing is reset simultaneously.

[0040] Because railway track maintenance personnel are dynamic, they often go beyond the main electronic fence during operations. To address this, a sub-electronic fence is set up for the personnel, and the boundary of the main electronic fence is constantly updated and fluctuated according to the sub-electronic fence. This makes the distance measurement between the main electronic fence and the train more accurate, thus effectively ensuring accurate judgment of the approaching train when the alarm is triggered and reducing safety hazards.

[0041] Fourth implementation method: Compared to the previous three implementation methods, this implementation method adds a touch alarm 3 to the handheld terminal, which can provide a tactile alarm to the user when an alarm is triggered, thereby further improving the alarm effect, enabling workers to get off the road in time to avoid danger, further reducing safety hazards, and improving the protective effect of the handheld terminal on workers.

[0042] like Figure 8 The alarm execution module also includes a touch alarm 3 installed on the back of the terminal body 1. The back of the terminal body 1 is provided with an annular groove 101. The touch alarm 3 matches the annular groove 101. The touch alarm 3 is a hollow elastic structure and is saturated with air. The terminal body 1 is also equipped with an alarm off button, which is connected to the alarm execution module. The touch alarm 3 includes a capsule 31 and multiple skin-pressing sheets 32 fixedly embedded in the end of the capsule 31 away from the terminal body 1. The multiple skin-pressing sheets 32 are arranged in a ring array and are divided into two groups. The two groups of skin-pressing sheets 32 are staggered. Two sets of electromagnetic sheets are fixedly embedded in the inner wall of the capsule 31 near the terminal body 1, which are respectively arranged corresponding to the two groups of skin-pressing sheets 32.

[0043] like Figure 10 The pressure patch 32 includes a magnetic support sheet 321 fixedly connected to the outer layer of the capsule 31, a plurality of pressure micropillars 324 movably penetrating the magnetic support sheet 321, and an elastic sheath 322 and a flexible sheath 323 respectively fixedly connected to the edges of both ends of the magnetic support sheet 321. The plurality of pressure micropillars 324 are all fixedly connected to the flexible sheath 323. The end of the pressure micropillar 324 furthest from the terminal body 1 is a hemispherical structure, such as... Figure 9 and Figure 11When the touch alarm 3 is triggered, the terminal body 1 can control the two sets of electromagnetic plates to alternately turn on and off the power. When the power is on, the electromagnetic plates generate a magnetic attraction force on the corresponding set of pressure pads 32, causing them to move toward the side of the terminal body 1, thereby generating a squeezing force on the bladder 31. Due to the saturation of air inside, the multiple pressure pads 32 corresponding to the unpowered electromagnetic plates are subjected to a reverse pushing force and move outward, thereby generating a significant pushing force on the wrist of the operator. In the process of controlling the two sets of electromagnetic plates to alternately turn on the power, the wrist can be subjected to an alternating pushing force, reducing the occurrence of local continuous force and making the wrist less likely to be injured by this force.

[0044] The flexible cladding 323 is inelastic and fixed to the skin-pressure micropillars 324, thus limiting the position of the skin-pressure micropillars 324 and making the lateral movement of the skin-pressure micropillars 324 limited. This prevents them from easily detaching from the magnetic support sheet 321, thereby effectively ensuring that the multiple skin-pressure micropillars 324 exert more obvious multi-point micro-pressure on the wrist of the operator, resulting in a better alarm effect for the approaching train.

[0045] In addition, for the skin-pressing pad 32 subjected to the reverse outward thrust, multiple skin-pressing micropillars 324 are squeezed and moved toward the user's side, so that multiple skin-pressing micropillars 324 exert multi-point pressure on the person's skin, making the worker's tactile sensation more obvious and improving the alarm effect.

[0046] It is worth noting that when a Level 1 alarm is triggered in this embodiment, the alarm method of the first three embodiments is still executed. When a Level 2 alarm is triggered, while executing the high-frequency vibration + voice broadcast + on-site sound and light linkage alarm command, this solution only controls one set of electromagnetic plates to continuously switch on and off, so as to achieve intermittent squeezing sensation in the same area. When a Level 3 alarm is triggered, while executing the alarm command for forced voice reminder to evacuate, this solution alternately controls two sets of electromagnetic plates to continuously switch on and off, so as to achieve alternating squeezing sensation at different positions on the wrist of the person. Moreover, the frequency of switching on and off can be increased to increase the frequency of alternating squeezing sensation and improve the alarm effect.

[0047] The above description is merely a preferred embodiment of the present invention; it encompasses all the protection scope of the present invention. Any equivalent substitutions or modifications made by those skilled in the art within the technical scope disclosed in the present invention, based on the technical solutions and improved concepts of the present invention, should be covered within the protection scope of the present invention.

Claims

1. A high-safety protection system for railway operations, comprising a sensing layer, a transmission layer, a platform layer, and a terminal layer, characterized in that: The sensing layer includes a block signal sensing unit and a job positioning sensing unit. The block signal sensing unit includes an on-board positioning module installed on the train, a rail short-circuit monitoring module installed on the train's two wheels, and multiple sets of radar monitoring modules installed at the entrances of multiple block sections of the railway. The job positioning sensing unit integrates a Beidou-3 centimeter-level positioning module, an inertial navigation module, and a multi-source auxiliary calibration module. The platform layer includes a judgment module, a multi-level alarm control module, and a work area management module. The judgment module is used to determine the accuracy of the occupancy signal of the blockage zone collected by the sensing layer. The multi-level alarm control module includes an alarm signal generation module and an alarm timing adjustment module. The work area management module is used to set up electronic fences. The multi-level alarm control module is designed with level 1 alarm, level 2 alarm, and level 3 alarm according to the severity of the situation. The terminal layer includes a handheld terminal, which is used to receive alarm commands issued by the platform layer and execute hierarchical alarm actions, synchronously collect the location data of the workers and feed it back to the platform layer, receive alarm prompts when the workers leave the work area and trigger early warnings.

2. The high-safety protection system for railway operations according to claim 1, characterized in that: Level 1 alarm: Triggered when the train enters the two block sections before the work point; Level 2 alarm: Triggered when the train enters the block section preceding the work point; Level 3 alarm: Triggered when the train is less than 1000 meters from the work site.

3. The high-safety protection system for railway operations according to claim 2, characterized in that: The alarm for personnel leaving the work area includes boundary crossing alarm and unauthorized departure alarm. Boundary crossing alarm is triggered when the personnel's position exceeds the boundary of the electronic fence, and unauthorized departure alarm is triggered when the personnel stay in the non-work area within the electronic fence for too long. The alarm command is simultaneously sent to the handheld terminal and the visualization interface of the platform layer.

4. The high-safety protection system for railway operations according to claim 1, characterized in that: The triggering conditions for the Level 3 alarm are fixed, while the triggering conditions for the Level 1 and Level 2 alarms are fluctuating. The alarm timing adjustment module is linked to the electronic fence.

5. A high-safety protection system for railway operations according to claim 4, characterized in that: The alarm timing adjustment module's adjustment rules for alarm timing include fence distribution adaptation rules, which are specifically as follows: A: When the electronic fence occupies only one block zone: A1. When the distance between the electronic fence boundary M and the boundary of the block section N closest to the approaching train is ≥500 meters, a normal alarm is triggered. That is, a level one alarm is triggered when the train enters the work point two block sections N-2 before the work point, and a level two alarm is triggered when the train enters the work point one block section N-1 before the work point. A2. When the distance between the electronic fence boundary M and the boundary of the block section N on the side closest to the approaching train is less than 500 meters, the secondary alarm will be triggered in advance, specifically as follows: the secondary alarm will be triggered when the train enters the middle of the block section N-2, the primary alarm will be triggered after the train enters the block section N-3, and the secondary alarm will be triggered after the train enters the block section N-2. B: When the electronic fence spans two closure zones: If the boundary M of the electronic fence falls within block section N-1, then the distance between the electronic fence boundary M and the boundary of block section N-1 on the side closest to the approaching train is compared, and an alarm is triggered according to the standard when the electronic fence occupies only one block section. Where M represents the boundary position of the electronic fence on the side where the train is approaching, N represents the current block section, N-1 represents the previous block section of the current block section, N-2 represents the two block sections before the current block section, and N-3 represents the three block sections before the current block section.

6. A high-safety protection system for railway operations according to claim 5, characterized in that: The electronic fence includes a main electronic fence for the work area and sub-electronic fences for the workers. The main electronic fence is formed by the range of kilometer markers manually entered by the workers on their handheld terminals. The range of the sub-electronic fences for the workers is set according to the job requirements. The boundary of the main electronic fence fluctuates according to the position of the workers at the edge.

7. A high-safety protection system for railway operations according to claim 6, characterized in that: The alarm timing adjustment module also includes a dual-fence linkage rule for adjusting the alarm timing. The dual-fence linkage rule specifically includes: C1. When the sub-electronic fence extends beyond the boundary of the main electronic fence by ≥50 cm and stays for ≥3 seconds, the boundary of the main electronic fence is extended to the outermost part of the sub-electronic fence, so that the sub-electronic fence is always nested inside the main electronic fence. The multi-level alarm control module recalculates the train approach distance based on the adjusted main electronic fence and adapts to the above fence distribution adaptation rules. C2. When personnel move to the inside of the original boundary of the main electronic fence by ≥1 meter and stay for ≥10 seconds, the main electronic fence returns to its original state and the alarm trigger timing is reset simultaneously.

8. The handheld terminal for a high-safety protection system for railway operations according to claim 1, characterized in that: The device includes a terminal body (1), on which a screen (2) is provided. The terminal body (1) integrates a positioning module, an alarm execution module, a communication module and a human-computer interaction module. The alarm execution module includes a voice broadcaster, a micro vibrator and an audible and visual alarm installed in the terminal body (1).

9. The handheld terminal for a high-safety protection system for railway operations according to claim 3, characterized in that: It also includes a touch alarm (3) installed on the back of the device. The back of the terminal body (1) is provided with an annular groove (101). The touch alarm (3) matches the annular groove. The touch alarm (3) is a hollow elastic structure and is saturated with air. The terminal body (1) is also equipped with an alarm off button. The alarm off button is signal connected to the alarm execution module. The touch alarm (3) includes a capsule (31) and multiple skin-pressing pieces (32) fixedly embedded at the end of the capsule (31) away from the terminal body (1). The multiple skin-pressing pieces (32) are arranged in a ring array. The multiple skin-pressing pieces (32) are divided into two groups, and the two groups of skin-pressing pieces (32) are staggered. The inner wall of the capsule (31) near the terminal body (1) is fixedly embedded with two sets of electromagnetic pieces that correspond to the two sets of skin-pressing pieces (32).

10. The handheld terminal for a high-safety protection system for railway operations according to claim 8, characterized in that: The pressure pad (32) includes a magnetic support sheet (321) fixedly connected to the outer layer of the capsule (31), a plurality of pressure micropillars (324) that move through the magnetic support sheet (321), and an elastic cladding (322) and a flexible cladding (323) fixedly connected to the edges of both ends of the magnetic support sheet (321). The plurality of pressure micropillars (324) are fixedly connected to the flexible cladding (323), and the end of the pressure micropillar (324) away from the terminal body (1) is a hemispherical structure.

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