Railway construction operation protection method and system, electronic device and storage medium

Abstract

Embodiments of the present application disclose a railway construction operation protection method and system, an electronic device and a storage medium to solve the problem that the current railway construction operation protection scheme still has certain safety hazards because it is difficult to accurately locate the current position of the train. The method comprises: according to the running direction of the train, obtaining the first kilometer mark of the front endpoint of the running direction of the current track section of the train, and the second kilometer mark of the construction range boundary point of the approaching side of the train in the construction plan; determining the distance between the first kilometer mark and the second kilometer mark; based on the distance between the first kilometer mark and the second kilometer mark, sending a warning signal. The protection method can accurately locate the current position of the train, effectively monitor the relative position of the train and the construction operation area, and early warning of the risk of the train approaching the construction operation area, so as to protect the life safety of the construction operation personnel and the normal order of railway transportation.

Description

Technical Field

[0001] This invention relates to the field of railway transportation safety technology, and in particular to a method, system, electronic device and storage medium for railway construction operation protection. Background Technology

[0002] Maintenance and upkeep of heavy-haul railway lines are crucial for ensuring the safety and improving the efficiency of heavy-haul railway transportation. Maintenance and renovation require personnel to work on the tracks, necessitating the provision of protective measures for these workers. Specifically, these protective measures include at least two categories: 1. When the designated construction area covers the track, activate the train approach warning mechanism to alert on-site workers, such as construction personnel, to ditch the track and avoid the vehicle.

[0003] 2. During construction operations, activate the personnel encroachment warning mechanism to ensure that personnel work within the designated construction area and avoid cross-line or boundary operations.

[0004] Train approach warning refers to real-time monitoring of the train's position, speed, and direction of travel. When the train enters the preset safe warning distance / range, it sends warning signals of varying levels, including audible and visual signals, voice messages, vibration signals, or information pushes, to relevant parties such as railway line workers, level crossing personnel, on-site protection terminals, and the railway dispatch center.

[0005] Personnel intrusion warning refers to real-time monitoring of railway line safety protection zones and track clearances. When personnel / objects enter prohibited clearance areas, an alarm is immediately triggered to prevent collisions with trains.

[0006] Currently, after construction workers arrive on site and begin work, the station liaison officer monitors train positions from indoors using a multi-view terminal in the Centralized Traffic Control System (CTC). They periodically alert the on-site safety personnel via walkie-talkie to the approaching trains in each work area, enabling timely warning signals. Simultaneously, the on-site safety personnel are responsible for monitoring personnel positions and providing protection against approaching trains. When a train approaches, they organize personnel to ditch and avoid it; after the train passes, they organize personnel to resume work on the tracks. After construction work is completed, personnel evacuate off the tracks, and the station liaison officer records the changes in the construction operation management system.

[0007] The problem with the existing protection scheme is that it is difficult to accurately locate the train's current position, which still poses certain safety risks. Summary of the Invention

[0008] The purpose of this invention is to provide a railway construction operation protection method, system, electronic device and storage medium to solve the problem that the current railway construction operation protection scheme still has certain safety hazards due to the difficulty in accurately locating the current position of the train.

[0009] To solve the above-mentioned technical problems, the embodiments of the present invention are implemented as follows: In a first aspect, embodiments of the present invention provide a method for protecting railway construction operations, the method comprising: Based on the train's direction of travel, obtain the first kilometer marker of the leading endpoint of the current track section in the direction of travel, and the second kilometer marker of the boundary point of the construction area on the side of the train's approach in the construction plan. Determine the distance between the first kilometer marker and the second kilometer marker; Warning signals are sent based on the distance between the first and second kilometer markers.

[0010] In one implementation, based on the train's direction of travel, the first kilometer marker of the leading endpoint of the current track section is obtained, including: Determine the positional relationship between the train and the station; When the positional relationship is that the train is outside the station, based on the direction of travel and the positional relationship between the real-time positioning track section and the planned track section of the train, the first kilometer marker of the leading endpoint of the current track section of the train is obtained. When the positional relationship is that the train is located within the station, the first kilometer marker of the leading endpoint of the current track section of the train is obtained based on the direction of travel and the occupied track section within the station that connects to the planned track section of the train.

[0011] In one implementation, based on the direction of travel and the positional relationship between the train's real-time track section and its planned track section, the first kilometer marker of the leading endpoint of the current track section is obtained, including: Determine the train's route and class; Based on the survey data corresponding to the line type, the real-time positioning kilometer markers of the track sections where the train is located are determined. By comparing the real-time location kilometer markers with the start and end kilometer markers of the train's planned track section, the current track section of the train can be determined. Based on the direction of travel, obtain the first kilometer marker of the leading endpoint of the current track section of the train.

[0012] In one implementation, the real-time location kilometer markers are compared with the start and end kilometer markers of the train's planned track section to determine the current track section of the train, including: If the real-time positioning kilometer marker is located between the start and end kilometer markers of the train's planned track section, or if the real-time positioning kilometer marker is not located between the start and end kilometer markers of the train's planned track section within a preset time, the train's real-time positioning track section will be determined as the current track section of the train. If the real-time positioning kilometer marker is not located between the start and end kilometer markers of the train's planned track section for a continuously preset time, the train's planned track section will be determined as the current track section of the train.

[0013] In one implementation, based on the direction of travel and the occupied track section within the station adjacent to the planned track section of the train, the first kilometer marker of the leading endpoint of the current track section of the train's travel direction is obtained, including: When a train is entering a station and its planned track section is located in the adjacent section of the station, the occupied track section in front of it that connects to the adjacent section within the station is identified as the occupied track section within the station that connects to the train's planned track section. When a train is departing from the station and its planned track section is located on a track within the station, the occupied track section in front of the track that connects to the track within the station is defined as the occupied track section within the station that connects to the train's planned track section. The station section occupied by the train and connected to the planned track section will be identified as the current track section of the train. Based on the direction of travel, obtain the first kilometer marker of the leading endpoint of the current track section of the train's current direction of travel; wherein, when the leading endpoint of the current track section of the train's current direction of travel includes the turnout fork positioning endpoint and the turnout reversal endpoint, select the kilometer marker corresponding to the endpoint with the furthest distance in the direction of travel as the first kilometer marker of the leading endpoint of the current track section of the train's current direction of travel.

[0014] In one implementation, the method further includes: determining the scope of railway construction operations based on a construction plan with a process state as the target state; wherein the target state indicates that the construction plan has been approved by the station and the dispatcher.

[0015] Secondly, embodiments of the present invention provide a railway construction operation protection device, the device comprising: The acquisition module is used to acquire the first kilometer marker of the leading endpoint of the current track section of the train, and the second kilometer marker of the boundary point of the construction range on the side of the train approaching in the construction plan, based on the train's running direction. The first determining module is used to determine the distance between the first kilometer marker and the second kilometer marker; The protection module is used to send early warning signals based on the distance between the first kilometer marker and the second kilometer marker.

[0016] Thirdly, embodiments of the present invention provide a railway construction operation protection system, the device comprising: A private cloud central server is used to obtain multi-source information from the centralized scheduling system, the centralized signal monitoring system, and the construction plan management system. Onboard equipment is used to collect real-time positioning information of the train and display the construction area of ​​the railway construction work ahead of the train's direction of travel on a display screen. Railway site operation area equipment is used to monitor the location of workers and generate train approach warning signals based on multi-source information and the construction area of ​​railway construction work ahead of the train's direction of travel.

[0017] Fourthly, embodiments of the present invention provide an electronic device, including a processor, a memory, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the steps of the railway construction operation protection method provided in the above embodiments.

[0018] Fifthly, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the railway construction operation protection method provided in the above embodiments.

[0019] The above-described at least one technical solution adopted in the embodiments of the present invention can achieve the following beneficial effects: The railway construction operation protection method provided in this invention obtains the first kilometer marker at the leading end of the current track section and the second kilometer marker at the boundary of the construction area on the train's approach side according to the train's direction of travel, and determines the distance between the first and second kilometer markers. This allows for the transmission of early warning signals based on this distance. By locating the train's current position using the first kilometer marker at the leading end of the current track section and the distance between the first kilometer marker and the second kilometer marker at the boundary of the construction area on the train's approach side, this protection method effectively monitors the train's relative position to the construction area, providing early warnings of the risk of the train approaching the construction area, thereby ensuring the safety of construction workers and the normal order of railway transportation. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A flowchart illustrating a railway construction operation protection method provided in this embodiment of the invention. Figure 1 ; Figure 2 This is a schematic diagram of the closed-loop confirmation process of construction operation plan information for a railway construction operation protection method provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of a railway construction operation protection device provided in an embodiment of the present invention; Figure 4 A schematic diagram of the system structure of a railway construction operation protection system provided in an embodiment of the present invention. Figure 1 ; Figure 5 A schematic diagram of the system structure of a railway construction operation protection system provided in an embodiment of the present invention. Figure 2 ; Figure 6 This is a schematic diagram illustrating the impact range of a station service undertaking operation strategy failure, provided as an embodiment of the present invention. Figure 7 This is a schematic diagram illustrating the impact range of a strategy failure in a handheld terminal performing computation, provided in an embodiment of the present invention. Figure 8 This is a schematic diagram of the structure of a railway construction operation protection electronic device provided in an embodiment of the present invention. Detailed Implementation

[0022] To enable those skilled in the art to better understand the technical solutions of this invention, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this invention.

[0023] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0024] In the following description, the terms "first, second, third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of the invention described herein can be implemented in an order other than that illustrated or described herein.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for the purpose of describing embodiments of the invention only and is not intended to limit this disclosure.

[0026] Explanation of relevant terms: 1. Centralized Dispatch System (CTC) The Centralized Traffic Control System (CTC) is the core control system for realizing centralized and automated train dispatching in railway transportation. By integrating the functions of decentralized station interlocking, section block, and train operation control into the dispatching center, it enables real-time monitoring, intelligent dispatching, and automatic control of train operation across the entire line. It is an important technical support for the efficient and safe operation of modern railway transportation.

[0027] 2. Train window In a centralized dispatching system (CTC), the train number window is the core information carrier on the electronic route map of the multi-view terminal (or dispatching terminal) used to intuitively display the operating status of a single train. Through dynamically updated text, symbols, or color combinations, it condenses the train's "identity, location status, and operating parameters" into a quickly identifiable "window," making it a key tool for dispatchers to achieve "visual command." Train number window information is typically divided into three categories: basic identification, location status, and operating parameters. Examples include train number, train type, current location (kilometer marker and track section), line type (up / down), on-time / delay status, and operating status.

[0028] 3. Centralized Signal Monitoring System (CSM) The Centralized Signaling Monitoring System (CSM) is the core support system for the maintenance of railway signaling equipment. It uses digital means to monitor, collect data, diagnose faults, alarm and trace history of the operating status, electrical parameters and mechanical condition of signaling equipment (switches, track circuits, signals, power supply panels, train control equipment, etc.) in real time, realizing "centralized monitoring, centralized analysis and centralized alarm". It helps maintenance personnel to shift from "passive repair" to "proactive prevention" and ensure the reliable operation of the signaling system (which is directly related to train operation safety).

[0029] 4. Track section occupancy information Track section occupancy information from a Centralized Signaling Monitoring System (CSM) is a digital monitoring result of the track section status detected by the CSM system from track circuits (or axle counting equipment). Its core function is to reflect whether a section is occupied by a train, and it is one of the fundamental data points for signal equipment status monitoring and train operation safety assurance. A track section is a basic unit of railway line division (such as block sections, station tracks, and sections of track), and its occupancy status is detected by track circuits (mainstream) or axle counting equipment (supplementary). The CSM system collects the raw signals from these devices through track circuit acquisition units (or axle counting acquisition units) and converts them into digital track section occupancy information, including: Occupancy status: whether the section is occupied by locomotives or rolling stock (indicated by "occupied" / "idle" or represented by binary switch quantities); Associated parameters: transmitting voltage, receiving voltage, shunt residual voltage (the residual voltage when a train occupies the section, used to determine shunt malfunctions), and phase angle (a characteristic parameter of AC track circuits).

[0030] 5. Construction Plan Management System The construction planning management system is the core information management platform for railway construction safety and production organization. By integrating functions across the entire process, including construction planning, safety monitoring, resource allocation, process control, and statistical analysis, it achieves "spatiotemporal isolation" and "collaborative management" between construction and train operation, ensuring railway transportation safety and construction efficiency during construction. Its core objective is to solve problems such as "plan conflicts, delayed safety warnings, and inefficient resource allocation" in traditional construction, and to promote the transformation of railway construction from "experience-driven" to "data-driven."

[0031] Example 1 Embodiment 1 of the present invention provides a railway construction operation protection method to solve the problem that the current railway construction operation protection scheme still has certain safety hazards due to the difficulty in accurately locating the current position of the train.

[0032] like Figure 1 As shown, this embodiment of the invention provides a railway construction operation protection method, which includes: Step S101: Based on the train's running direction, obtain the first kilometer marker of the leading endpoint of the current track section of the train's running direction, and the second kilometer marker of the boundary point of the construction range on the train's approach side in the construction plan. For heavy-haul railway lines, challenging sections are generally characterized by weak infrastructure and complex surrounding environments. In such sections (such as tunnels and mountainous areas), using a single train positioning method can easily lead to problems such as lost satellite positioning signals and interrupted wireless communication, resulting in the inability to continuously and accurately track and update train position information. This can ultimately cause false alarms or missed alarms for train approach warnings, affecting the effectiveness of construction safety protection.

[0033] In this embodiment of the invention, by integrating the construction plan obtained from the construction plan management system, and using the construction scope determined based on the work plan information in the construction plan, the accuracy of train approach warnings can be improved, avoiding warning deviations caused by deviations in the construction scope. Specifically, to further improve the accuracy of train warnings, the second kilometer marker of the construction scope boundary point on the train approach side in the construction plan is used as the basis for judging train approach warnings.

[0034] In one implementation, based on the train's direction of travel, the first kilometer marker of the leading endpoint of the current track section is obtained, including: Determine the positional relationship between the train and the station; When the positional relationship is that the train is outside the station, based on the direction of travel and the positional relationship between the real-time positioning track section and the planned track section of the train, the first kilometer marker of the leading endpoint of the current track section of the train is obtained. When the positional relationship is that the train is located within the station, the first kilometer marker of the leading endpoint of the current track section of the train is obtained based on the direction of travel and the occupied track section within the station that connects to the planned track section of the train.

[0035] In this implementation, the train's current location—whether inside or outside the station (i.e., within a section)—can be identified by obtaining train number window information from the centralized dispatching system (CTC). Different methods are used to determine the train's current real-time location for different location relationships.

[0036] Specifically, when the train is outside the station, its current real-time location is determined primarily based on its BeiDou positioning information and train number window information. The BeiDou positioning information can be obtained through onboard devices installed on the train. Simultaneously, by combining this information with the planned track section determined based on the train number window information, the train's current real-time location can be determined. Furthermore, the track section where the train number window is located is taken as the train's planned track section.

[0037] In one implementation, based on the direction of travel and the positional relationship between the train's real-time track section and its planned track section, the first kilometer marker of the leading endpoint of the current track section is obtained, including: Determine the train's route and class; Based on the survey data corresponding to the line type, the real-time positioning kilometer markers of the track sections where the train is located are determined. By comparing the real-time location kilometer markers with the start and end kilometer markers of the train's planned track section, the current track section of the train can be determined. Based on the direction of travel, obtain the first kilometer marker of the leading endpoint of the current track section of the train.

[0038] Specifically, firstly, the system acquires real-time BeiDou positioning information and train number information transmitted by the train's onboard equipment. Based on the train number information, it queries the train number window information (including key attributes such as the train's planned route and direction) in the CTC system to obtain the current train's train number window information. Secondly, based on the "direction of travel" field in the train number window information (such as "up" / "down," or an arrow indicator), it determines the train's current line class. Then, combining the mapping data corresponding to the line class (including kilometer marker-track section mapping relationship and line topology), the latitude and longitude coordinates of the BeiDou positioning information are converted into real-time positioning kilometer markers for the train. Based on the converted real-time positioning kilometer markers, the system matches the corresponding real-time positioning track section in the track section division table for the line class. Accordingly, the real-time positioning kilometer markers obtained based on the latitude and longitude coordinates of the BeiDou positioning information are the real-time positioning kilometer markers of the train's real-time positioning track section.

[0039] Considering the potential for positioning anomalies such as satellite positioning signal loss and wireless communication interruption when the train is outside the station, this embodiment of the invention determines the current track section of the train by dynamically matching the real-time positioning kilometer markers with the planned track section. The specific judgment logic is as follows: In one implementation, the real-time location kilometer markers are compared with the start and end kilometer markers of the train's planned track section to determine the current track section of the train, including: If the real-time positioning kilometer marker is located between the start and end kilometer markers of the train's planned track section, or if the real-time positioning kilometer marker is not located between the start and end kilometer markers of the train's planned track section within a preset time, the train's real-time positioning track section will be determined as the current track section of the train. If the real-time positioning kilometer marker is not located between the start and end kilometer markers of the train's planned track section for a continuously preset time, the train's planned track section will be determined as the current track section of the train.

[0040] Specifically, the relative position of the train's real-time location to the planned section is determined by using the starting and ending kilometer markers of the planned track section (e.g., "K100+000 to K101+000") as a benchmark, combined with the real-time positioning kilometer markers (determined by BeiDou / GPS positioning and line-specific mapping data conversion, e.g., "K100+500").

[0041] Scenario 1 (Real-time Positioning Effective): If the real-time positioning kilometer marker is within the range of the start and end kilometer markers of the planned track section (e.g., K100+500 is between K100+000 and K101+000), or if it deviates for a short time and then returns (the real-time positioning kilometer marker is not within the planned section range for a short preset time, but then returns to the range), then the real-time positioning track section of the train (e.g., "Fengtai-Huangcun section 3DG") will be determined as the current track section of the train.

[0042] Scenario 2 (Continuous Real-time Positioning Abnormality): If the real-time positioning kilometer markers are not within the start and end kilometer marker range of the planned track section for a preset time (e.g., 10 seconds) (e.g., continuously displaying "K99+800" or "K101+200", exceeding the planned section K100+000~K101+000), then the real-time positioning is determined to be invalid, and the planned track section is identified as the current track section of the train.

[0043] The term "siding section" refers to the non-mainline track section within a railway station, mainly including arrival / departure tracks, shunting tracks, lead tracks, and storage tracks (distinguished from the mainline sections connecting the station and handling the passage of major trains, such as the "Beijing-Shanghai Mainline" of the Beijing-Shanghai High-Speed ​​Railway). Its key characteristic is the absence of a train number window (the train number window is only used to display the train's identity and status on the mainline and between sections). Therefore, it is necessary to combine this information with the track occupancy information from the CSM (Train Management System) to help determine the current track section of the train.

[0044] In one implementation, based on the direction of travel and the occupied track section within the station adjacent to the planned track section of the train, the first kilometer marker of the leading endpoint of the current track section of the train's travel direction is obtained, including: When a train is entering a station and its planned track section is located in the adjacent section of the station, the occupied track section in front of it that connects to the adjacent section within the station is identified as the occupied track section within the station that connects to the train's planned track section. When a train is departing from the station and its planned track section is located on a track within the station, the occupied track section in front of the track that connects to the track within the station is defined as the occupied track section within the station that connects to the train's planned track section. The station section occupied by the train and connected to the planned track section will be identified as the current track section of the train. Based on the direction of travel, obtain the first kilometer marker of the leading endpoint of the current track section of the train's current direction of travel; wherein, when the leading endpoint of the current track section of the train's current direction of travel includes the turnout fork positioning endpoint and the turnout reversal endpoint, select the kilometer marker corresponding to the endpoint with the furthest distance in the direction of travel as the first kilometer marker of the leading endpoint of the current track section of the train's current direction of travel.

[0045] Specifically, for trains entering the station, when the planned track section corresponding to the train's train number window is located in the approaching section (i.e., the mainline section between the advance signal and the arrival signal), the occupied track section preceding the train within the station that connects to the approaching section is considered the occupied track section within the station that connects to the train's planned track section. For trains leaving the station, when the planned track section corresponding to the train's train number window is located on a track within the station, the occupied track section preceding the train within the station that connects to the track (such as the mainline or shunting route connected by the track) is considered the occupied track section within the station that connects to the train's planned track section. These occupied track sections within the station that connect to the train's planned track section are the current track section of the train.

[0046] Furthermore, based on the train's direction of travel, the kilometer marker corresponding to the endpoint ahead of the current track section is obtained and used as the first kilometer marker. If this endpoint includes both the turnout fork positioning endpoint (the endpoint behind the frog when the turnout is in position) and the turnout reversal endpoint (the endpoint behind the frog when the turnout is in reverse position), the endpoint furthest along the direction of travel (i.e., the endpoint closer to the train's direction of travel or farther from the current position) is selected, and its corresponding kilometer marker is used as the first kilometer marker.

[0047] The siding section within the station is a special track area within the station without train windows and relying on track circuits. The train position determination can be based on the connection relationship between the "planned track section + the occupied section within the station", and the first kilometer mark can be accurately marked by the rule of "selecting the farthest point after the turnout". This solves the problem of position tracking in the scenario without train windows and ensures construction safety.

[0048] Existing construction operation protection systems cannot provide comprehensive protection for the characteristics of heavy-haul railways and also include the following aspects: (1) Some existing protection systems do not rely on construction operation plan information to protect on-site track operations. During the protection process, they cannot accurately identify the scope of the work area, resulting in false alarms and missed alarms for train approach warnings and personnel encroachment warnings. (2) Although the other part of the existing protection system uses construction plan information as input to calculate the train approach warning range and personnel intrusion warning range, most of the operation information is manually entered by the station liaison officer and is not confirmed by the dispatcher and management personnel. The construction operation plan has not formed a closed loop confirmation, which may cause false alarms or omissions due to errors in the plan.

[0049] In one implementation, the railway construction operation protection method further includes: Based on the construction plan with the process status as the target status, the scope of railway construction operations is determined; whereby the target status indicates that the construction plan has been approved by the station and the dispatcher.

[0050] Specifically, by communicating with the construction planning management system, the system can automatically obtain upcoming work plan information and assist the station liaison officer in initializing the work area. After initialization, the work area information is pushed to the station duty officer and dispatcher for verification and confirmation. This achieves closed-loop confirmation of construction work plan information. Accordingly, the construction scope of the work area, after verification and confirmation by the station duty officer and dispatcher, is determined as the construction scope of the railway construction operation.

[0051] Furthermore, as shown in Figure 2, the closed-loop confirmation process for construction work plan information is as follows: 1) The station liaison officer completes the registration at the station construction plan management system terminal. The system will automatically obtain the construction plan and verify whether the plan has been approved by the management department. If the plan has not been approved, an alarm will be triggered on the station liaison officer's operating terminal (hereinafter referred to as the station terminal).

[0052] 2) If the plan has been approved, the station terminal will prompt the station liaison to initialize the work area. During the work area initialization process, the system will automatically set parameters such as the route and mileage range of the work area based on the work plan information (construction plan) and require the station liaison to confirm and verify them. After confirming the basic parameters of the work area, the station liaison will select the personnel to work on the track and assign the equipment to the track. After verifying and adjusting the electronic fence information automatically generated by the system, the station terminal will complete the work area initialization operation.

[0053] 3) The system pushes the initialization information of the work area of ​​the station terminal to the station duty officer's operating terminal (hereinafter referred to as the duty officer terminal). The station duty officer reviews the work area information in conjunction with the on-site operation situation. If the review fails, the station liaison officer will make modifications and adjustments.

[0054] 4) The system pushes the work area information approved by the duty officer's terminal to the dispatch center operation terminal (hereinafter referred to as the center terminal). The dispatcher reviews the work area information in conjunction with the on-site operation situation. If the review fails, the station liaison officer will make modifications and adjustments. Once the review is approved, the work area has the basic conditions to start track operation.

[0055] Step S102: Determine the distance between the first kilometer marker and the second kilometer marker; Specifically, the first kilometer marker ( ) and the second kilometer marker ( All measurements use the standard railway format "KX+XXX" (e.g., K100+500, representing 100 km 500 m), where: X is the integer kilometer number (e.g., 100 km); XXX is the number of meters within that kilometer (e.g., 500 meters, ranging from 000 to 999). Before calculating the distance between the first and second kilometer markers, it is necessary to convert the first and second kilometer markers into total meters to facilitate distance calculation. The corresponding conversion formula is as follows:

[0056] Example: K100+500 is converted to 100×1000+500=100500 meters; K102+300 is converted to 102×1000+300=102300 meters.

[0057] Based on the linear difference of the line mileage coordinates (ignoring the influence of the line curve radius), the distance D is the difference in the absolute value of the total meters between the two kilometer markers: , Example: If =K100+500 (100500 meters), =K102+300 (102300 meters), then D=|102300 100500 | = 1800 meters (1.8 kilometers).

[0058] Step S103: Based on the distance between the first kilometer marker and the second kilometer marker, a warning signal is sent.

[0059] According to railway construction safety regulations (such as the "Regulations on Safety Management of Construction on Operating Railway Lines"), three levels of early warning thresholds are set based on distance (in kilometers, 1 kilometer = 1000 meters):

[0060] Specifically, the estimated arrival time (e.g., in kilometers, km / h, then minutes) is calculated by combining the train's real-time speed (obtained via CTC).

[0061] The construction operation management system links multiple terminals to send early warnings, ensuring full coverage. Early warnings are sent to: handheld terminals of on-site workers (equipped with positioning cards), handheld terminals of on-site safety personnel, onboard equipment on trains, terminals operated by station liaison officers, terminals operated by station duty officers, and terminals operated by the dispatch and command center.

[0062] In this embodiment of the invention, accurate distance acquisition is achieved through kilometer marker value conversion and linear interpolation calculation, adapting to abnormal positioning scenarios on heavy-haul railways. Early warnings are sent based on tiered thresholds and multi-terminal linkage, combined with dynamic updates and anomaly handling, ensuring the effectiveness and reliability of construction safety protection. Together, these elements form a closed loop of "distance perception - risk grading - accurate early warning," effectively avoiding false alarms and missed alarms regarding train approach warnings.

[0063] The railway construction operation protection method provided in this invention obtains the first kilometer marker at the leading end of the current track section and the second kilometer marker at the boundary of the construction area on the train's approach side according to the train's direction of travel, and determines the distance between the first and second kilometer markers. This allows for the transmission of early warning signals based on this distance. By locating the train's current position using the first kilometer marker at the leading end of the current track section and the distance between the first kilometer marker and the second kilometer marker at the boundary of the construction area on the train's approach side, this protection method effectively monitors the train's relative position to the construction area, providing early warnings of the risk of the train approaching the construction area, thereby ensuring the safety of construction workers and the normal order of railway transportation.

[0064] Example 2 The above are the railway construction operation protection methods provided by the embodiments of the present invention. Based on the same idea, the embodiments of the present invention also provide a railway construction operation protection device.

[0065] like Figure 3 As shown, the railway construction operation protection device 300 includes: The acquisition module 301 is used to acquire, based on the train's running direction, the first kilometer marker of the leading endpoint of the current track section where the train is located, and the second kilometer marker of the boundary point of the construction range on the train's approach side in the construction plan. The first determining module 302 is used to determine the distance between the first kilometer marker and the second kilometer marker; The protection module 303 is used to send early warning signals based on the distance between the first kilometer marker and the second kilometer marker.

[0066] In one implementation, the acquisition module 301 is specifically used for: Determine the positional relationship between the train and the station; When the positional relationship is that the train is outside the station, based on the direction of travel and the positional relationship between the real-time positioning track section and the planned track section of the train, the first kilometer marker of the leading endpoint of the current track section of the train is obtained. When the positional relationship is that the train is located within the station, the first kilometer marker of the leading endpoint of the current track section of the train is obtained based on the direction of travel and the occupied track section within the station that connects to the planned track section of the train.

[0067] In one implementation, the acquisition module 301 is further used for: Determine the train's route and class; Based on the survey data corresponding to the line type, the real-time positioning kilometer markers of the track sections where the train is located are determined. By comparing the real-time location kilometer markers with the start and end kilometer markers of the train's planned track section, the current track section of the train can be determined. Based on the direction of travel, obtain the first kilometer marker of the leading endpoint of the current track section of the train.

[0068] In one implementation, the acquisition module 301 is further used for: If the real-time positioning kilometer marker is located between the start and end kilometer markers of the train's planned track section, or if the real-time positioning kilometer marker is not located between the start and end kilometer markers of the train's planned track section within a preset time, the train's real-time positioning track section will be determined as the current track section of the train. If the real-time positioning kilometer marker is not located between the start and end kilometer markers of the train's planned track section for a continuously preset time, the train's planned track section will be determined as the current track section of the train.

[0069] In one implementation, the acquisition module 301 is further used for: When a train is entering a station and its planned track section is located in the adjacent section of the station, the occupied track section in front of it that connects to the adjacent section within the station is identified as the occupied track section within the station that connects to the train's planned track section. When a train is departing from the station and its planned track section is located on a track within the station, the occupied track section in front of the track that connects to the track within the station is defined as the occupied track section within the station that connects to the train's planned track section. The station section occupied by the train and connected to the planned track section will be identified as the current track section of the train. Based on the direction of travel, obtain the first kilometer marker of the leading endpoint of the current track section of the train's current direction of travel; wherein, when the leading endpoint of the current track section of the train's current direction of travel includes the turnout fork positioning endpoint and the turnout reversal endpoint, select the kilometer marker corresponding to the endpoint with the furthest distance in the direction of travel as the first kilometer marker of the leading endpoint of the current track section of the train's current direction of travel.

[0070] In one implementation, the device 300 further includes: The second determining module 304 is used to determine the scope of railway construction operations based on the construction plan with the process status as the target status; wherein, the target status indicates that the construction plan has been approved by the station and the dispatcher.

[0071] The railway construction operation protection device provided in this embodiment of the invention can locate the current position of the train by using the first kilometer marker at the leading end of the current track section where the train is located, and based on the distance between the first kilometer marker and the second kilometer marker at the boundary point of the construction area on the train's approach side in the construction plan, it can effectively monitor the current relative position of the train to the construction operation area, provide early warning of the risk of the train approaching the construction operation area, thereby ensuring the life safety of construction workers and the normal order of railway transportation.

[0072] Example 3 Based on the same idea, this invention also provides a railway construction operation protection system.

[0073] like Figure 4 As shown, the railway construction operation protection system includes: A private cloud central server is used to obtain multi-source information from the centralized scheduling system, the centralized signal monitoring system, and the construction plan management system. Onboard equipment is used to collect real-time positioning information of the train and display the construction area of ​​the railway construction work ahead of the train's direction of travel on a display screen. Railway site operation area equipment is used to monitor the location of workers and generate train approach warning signals based on multi-source information and the construction area of ​​railway construction work ahead of the train's direction of travel.

[0074] Specifically, such as Figure 5 As shown, a distributed terminal computing strategy is used to implement a protection system for heavy-haul railway track construction operations based on multi-source data fusion. Equipment in the railway site operation area includes handheld terminals and positioning cards.

[0075] This protection system deploys a private cloud platform in the equipment room, utilizing the cloud platform to provide the server resources required for system functionality, facilitating expansion and conserving hardware resources. A station liaison officer's operating terminal is deployed in the station operations room for liaison officers to initialize work plans and monitor on-site operations, while a station duty officer's operating terminal is deployed for station duty officers to confirm work plans. A command center operating terminal is deployed in the dispatching and command center for dispatching personnel to confirm work plans and monitor on-site operations. For outdoor workers, on-site protection personnel are equipped with handheld terminals to monitor train location and early warning information in real time. Workers are equipped with positioning cards, and the system collects their BeiDou positioning information in real time and provides alarms for intruders. An onboard terminal is installed in the locomotive cab, which collects the locomotive's BeiDou positioning information in real time and displays the forward work area information to the locomotive driver on a screen. Outdoor terminal equipment communicates with indoor equipment via a wireless network, and the outdoor terminal equipment also communicates with the ground-based augmentation system via a wireless network to obtain differential positioning information. The system's private cloud server communicates with interface devices of the CTC system, CSM system, and construction planning management system to obtain multi-source information, which is then processed by the system for use in track work protection.

[0076] This system integrates work plan information from the construction planning management system, train number window information from the CTC (Construction Control Center), track section occupancy information from the CSM (Construction Management System), and train BeiDou positioning information. It employs a distributed terminal computing strategy to implement a multi-source data fusion-based heavy-haul railway construction operation protection system. The system retrieves work plan content and approval status from the construction planning management system, automatically initializes the work area scope based on this plan, and pushes the information to station duty officers and dispatchers for confirmation, thus achieving closed-loop management of work plan information. The system integrates train number window information from the CTC, track section occupancy information from the CSM, and train BeiDou positioning information to comprehensively and continuously monitor train positions accurately. The system uses distributed computing, delegating train proximity calculations and personnel position monitoring calculations for specific work areas to handheld terminals, ensuring that each work area is independent and does not affect others.

[0077] During the construction management of operational railway lines, a single station may have multiple work zones and multiple trains within its jurisdiction. Monitoring train approach, personnel encroachment, and boundary violations is crucial for each work zone. An architecture that centrally monitors work zones within a station's jurisdiction using microservices at the station level presents several challenges. Firstly, it results in a large number of monitoring points and high resource consumption. Secondly, station service failures can leave all current work zones unprotected. Figure 6 As shown.

[0078] To improve system reliability, outdoor terminals perform train approach warning calculations and personnel location monitoring. The station safety protection service only reviews the warning results calculated by the terminals. Work area terminal equipment only monitors and issues warnings for personnel and approaching vehicles within its designated protection area. Each work area's equipment is independent; a failure in one work area's equipment does not affect the monitoring and protection of other work areas, achieving fault isolation. When a station safety protection service fails, only the display function of the station's operating terminal is affected; each work area's terminal equipment still retains its monitoring capabilities for its own work area. Figure 7 As shown.

[0079] Current existing technical solutions mainly rely on manual input of information such as the scope and type of the work area to initialize the work area. They do not interface with the construction plan management system and do not perform closed-loop confirmation of the manually entered work area information. This invention obtains work plan information from the construction operation management system, automatically initializes the work area scope according to this plan, and pushes the information to the station duty officer and dispatcher for confirmation, thereby realizing closed-loop management of work plan information.

[0080] Current existing train positioning systems rely solely on BeiDou positioning information, which struggles to consistently and accurately acquire train positions under complex track conditions, making it difficult to accurately calculate distances to the work area ahead. This invention integrates train number window information from the CTC (Train Traffic Control Center), track section occupancy information from the CSM (Train Management System), and train BeiDou positioning information to comprehensively and continuously achieve precise monitoring of train positions.

[0081] Current existing systems employ a centralized computing strategy, concentrating all work areas within the station's jurisdiction onto a single device for on-site train approach warning calculations. This invention, however, adopts a distributed computing approach, delegating train approach calculations and personnel location monitoring calculations for specific work areas to handheld terminals. Each work area operates independently and without interference from others.

[0082] Example 4 Figure 8 A schematic diagram of the hardware structure of a railway construction operation protection electronic device to implement the various embodiments of the present invention.

[0083] The electronic device includes a processor 801 and a memory 802 storing computer program instructions. Specifically, the processor 801 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement embodiments of the present invention.

[0084] Memory 802 may include mass storage for data or instructions. For example, and not limitingly, memory 802 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 802 may include removable or non-removable (or fixed) media. Where appropriate, memory 802 may be internal or external to an electronic device. In a particular embodiment, memory 802 may be a non-volatile solid-state memory.

[0085] In one embodiment, memory 802 may be read-only memory (ROM). In one embodiment, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically rewritable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0086] The processor 801 reads and executes computer program instructions stored in the memory 802 to implement any of the railway construction operation protection methods in the above embodiments.

[0087] In one example, the electronic device may also include a communication interface 803 and a bus 810. For example, Figure 8 As shown, the processor 801, memory 802, and communication interface 803 are connected through bus 810 and complete communication with each other.

[0088] The communication interface 803 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of the present invention.

[0089] Bus 810 includes hardware, software, or both, that couples components of an electronic device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 810 may include one or more buses. While specific buses are described and illustrated in embodiments of the invention, the invention contemplates any suitable bus or interconnect.

[0090] Furthermore, in conjunction with the railway construction operation protection methods in the above embodiments, this invention can be implemented using a computer-readable storage medium. This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the railway construction operation protection methods described in the above embodiments.

[0091] It should be clarified that the present invention is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present invention is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of the present invention.

[0092] The above description is merely a specific implementation of the present invention. Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0093] Secondly, those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0094] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0095] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0096] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0097] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0098] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0099] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0100] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0101] The above description is merely an embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the present invention should be included within the scope of the claims of the present invention.

Claims

1. A method for protecting railway construction operations, characterized in that, The method includes: Based on the train's direction of travel, obtain the first kilometer marker of the leading endpoint of the current track section in the direction of travel, and the second kilometer marker of the boundary point of the construction range on the side of the train's approach in the construction plan. Determine the distance between the first kilometer marker and the second kilometer marker; A warning signal is sent based on the distance between the first kilometer marker and the second kilometer marker.

2. The method according to claim 1, characterized in that, The step of obtaining the first kilometer marker of the leading endpoint of the current track section of the train's running direction, based on the train's running direction, includes: Determine the positional relationship between the train and the station; When the positional relationship is that the train is outside the station, based on the direction of travel, and the positional relationship between the real-time positioning track section and the planned track section of the train, the first kilometer marker of the forward endpoint of the direction of travel of the current track section of the train is obtained; When the positional relationship is such that the train is located within the station, the first kilometer marker of the leading endpoint of the current track section of the train's track direction is obtained based on the direction of travel and the occupied track section within the station that connects to the planned track section of the train.

3. The method according to claim 2, characterized in that, The step of obtaining the first kilometer marker of the leading endpoint of the current track segment of the train in the direction of travel, based on the direction of travel and the positional relationship between the real-time positioning track segment and the planned track segment of the train, includes: Determine the line number of the train; Based on the survey data corresponding to the line type, the real-time positioning kilometer marker of the real-time positioning track section of the train is determined; By comparing the real-time positioning kilometer markers with the start and end kilometer markers of the train's planned track section, the current track section of the train is determined. Based on the direction of travel, obtain the first kilometer marker of the leading endpoint of the current track section of the train in the direction of travel.

4. The method according to claim 3, characterized in that, The step of comparing the real-time positioning kilometer markers with the start and end kilometer markers of the train's planned track section to determine the current track section of the train includes: If the real-time positioning kilometer marker is located between the start and end kilometer markers of the train's planned track section, or if the real-time positioning kilometer marker is not located between the start and end kilometer markers of the train's planned track section within a preset time, the real-time positioning track section of the train will be determined as the current track section of the train. If the real-time positioning kilometer marker is not located between the start and end kilometer markers of the train's planned track section for a continuously preset time, the planned track section of the train will be determined as the current track section of the train.

5. The method according to claim 2, characterized in that, The step of obtaining the first kilometer marker of the leading endpoint of the current track segment of the train's running direction based on the running direction and the occupied track segment within the station connecting to the planned track segment of the train includes: When the train is an inbound train and the planned track section of the train is located in the adjacent section of the station, the occupied track section in front of the train that is connected to the adjacent section is determined as the occupied track section in the station that is connected to the planned track section of the train. When the train is a departing train and the planned track section of the train is located on the track of the station, the occupied track section in front of the station that connects to the track is determined as the occupied track section in the station that connects to the planned track section of the train. The station-occupied track section that connects to the planned track section of the train is determined as the current track section of the train; Based on the direction of travel, obtain the first kilometer marker of the forward endpoint of the current track section of the train in the direction of travel; wherein, when the forward endpoint of the current track section of the train in the direction of travel includes the turnout fork positioning endpoint and the turnout reversal endpoint, select the kilometer marker corresponding to the endpoint with the farthest distance in the direction of travel as the first kilometer marker of the forward endpoint of the current track section of the train in the direction of travel.

6. The method according to claim 1, characterized in that, The method further includes: Based on the construction plan with the process status as the target status, the scope of the railway construction operation is determined; wherein, the target status indicates that the construction plan has been approved by the station and the dispatcher.

7. A protective device for railway construction operations, characterized in that, The device includes: The acquisition module is used to acquire, based on the train's running direction, the first kilometer marker of the leading endpoint of the track section where the train is currently located in the running direction, and the second kilometer marker of the boundary point of the construction range on the side of the train's approach in the construction plan; The first determining module is used to determine the distance between the first kilometer marker and the second kilometer marker; The protection module is used to send early warning signals based on the distance between the first kilometer marker and the second kilometer marker.

8. A railway construction operation protection system, characterized in that, The system includes: A private cloud central server is used to obtain multi-source information from the centralized scheduling system, the centralized signal monitoring system, and the construction plan management system. Onboard equipment is used to collect real-time positioning information of the train and display the construction area of ​​the railway construction work ahead of the train's direction of travel on a display screen; The railway site operation area equipment is used to monitor the location of workers and generate a train approach warning signal based on the multi-source information and the construction area of ​​the railway construction work ahead of the train's direction of travel.

9. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steps of the railway construction operation protection method as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the railway construction operation protection method as described in any one of claims 1 to 6.

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