Railway operation protection traffic signal collection and logic operation method and system

Abstract

The application discloses a railway operation protection traffic signal collection and logic operation method and system, relates to the technical field of railway signal and driving safety protection, and comprises the following steps: acquiring all signal collection nodes of railway operation protection, and performing multi-source node space-time synchronization calibration; performing multi-source protection traffic signal synchronous collection and hierarchical noise reduction preprocessing; performing operation task and operation permission legality verification logic operation; performing protection operation safety precondition multi-dimensional logic operation; performing protection board installation and removal instruction execution and state closed loop logic operation; performing protection state and driving interlocking bidirectional closed loop logic operation; and performing abnormal result abnormal grading identification and safety guidance disposal logic operation. The application realizes operation full-link safety management and control by constructing a full-closed loop process of railway operation protection traffic signal collection and logic operation, and improves the safety, compliance and risk prevention and control capability of railway operation protection.

Description

Technical Field

[0001] This application relates to the field of railway signaling and traffic safety protection technology, and in particular to railway operation protection traffic signal acquisition, logic operation methods and systems. Background Technology

[0002] Railway signal acquisition and safety logic operation technology is the core underlying support technology of the railway operation protection system, directly determining the operational reliability and traffic safety assurance capabilities of the protection system. With the continuous increase in railway freight density and the increasing frequency and complexity of operations, the industry has placed higher demands on the intelligence, real-time performance, and full-process control capabilities of the operation protection system. In-depth research on this technology has become a core development necessity in the field of railway safety.

[0003] In existing railway operation protection technologies, a single-node independent data acquisition mode is mostly adopted, with data collection of protective equipment operating status, on-site operation instructions, and train operation-related signals being collected separately. Safety logic control often uses a simple judgment mode with fixed binary switch quantities, and operation permissions and task control rely primarily on manual offline confirmation combined with online basic verification. Remote operation of protective equipment and linkage with the train operation interlocking system mostly use a one-way command issuance mode, lacking a two-way verification mechanism. Handling of abnormal situations during operation mainly relies on manual intervention after equipment alarms are triggered. Furthermore, the existing technologies for signal acquisition, permission verification, safety control, and interlocking linkage are mostly modular and independent, failing to form a comprehensive, time-series linkage computational control system.

[0004] In summary, existing technologies have many shortcomings, such as poor synchronization of multi-source data acquisition, weak signal anti-interference capability, non-closed-loop operation control logic, insufficient reliability of interlocking linkage, and delayed response to anomalies. The safety, compliance, and risk control capabilities of railway operation protection need to be improved. Summary of the Invention

[0005] This application provides a method and system for collecting and performing logical operations on traffic signals for railway operation protection, in order to address the shortcomings in the safety, compliance, and risk control capabilities of railway operation protection in the prior art.

[0006] On the one hand, this application provides a method for collecting and logically operating traffic signals for railway operation protection, including the following steps: Step 1: Obtain all signal acquisition nodes for railway operation protection, perform spatiotemporal synchronization calibration of multi-source nodes, and obtain a spatiotemporal synchronization reference parameter set.

[0007] Step 2: Based on the spatiotemporal synchronization reference parameter set, perform multi-source protection traffic signal synchronous acquisition and hierarchical noise reduction preprocessing to obtain a standardized effective signal dataset.

[0008] Step 3: Perform a logical operation to verify the legality of the job task and operation permission based on the standardized valid signal dataset, and obtain the legality verification result. If the legality verification result is successful, proceed to step 4; otherwise, proceed to step 7.

[0009] Step 4: Perform multi-dimensional logical operations on the safety prerequisites for protective operations based on the standardized valid signal dataset to obtain the safety prerequisite judgment result. If the safety prerequisite judgment result is satisfied, proceed to Step 5; otherwise, proceed to Step 7.

[0010] Step 5: Perform the protective sign installation and removal command execution and status closed-loop logic operation, and output the execution status result. If the execution status result is successful, proceed to step 6; otherwise, proceed to step 7.

[0011] Step 6: Perform bidirectional closed-loop logic operation on the protection status and vehicle interlocking based on the execution status result to obtain the interlocking linkage protection execution result. If the interlocking linkage protection execution result is successful, generate a task closed-loop completion signal; otherwise, proceed to step 7.

[0012] Step 7: Perform anomaly classification identification and safety-oriented handling logic operations on the abnormal results of Step 3, Step 4, Step 5, or Step 6, and output the abnormal handling execution results and the corresponding locking / warning signals.

[0013] In one possible implementation, step one, the multi-source node spatiotemporal synchronization calibration includes: For each signal acquisition node, a synchronization message with a reference timestamp is sent to the signal acquisition node three times consecutively. The sending time, node receiving time, and receiving response time of each message are recorded. The average transmission delay and clock offset of each signal acquisition node are calculated based on the sending time, the node receiving time, and the receiving response time.

[0014] The average transmission delay, clock offset, node-track-guardrail mapping relationship, and node-timestamp of each signal acquisition node are bound and packaged to obtain a spatiotemporal synchronization reference parameter set.

[0015] In one possible implementation, step two, the multi-source protection traffic signal synchronous acquisition and graded noise reduction preprocessing, includes: Based on the spatiotemporal synchronization reference parameter set, timestamp calibration is performed on each signal acquisition node, and raw datasets are collected synchronously, including a subset of raw data on the status of protective sign equipment, a subset of raw data on work tasks and access control, a subset of raw data on video environment perception, a subset of raw data on vehicle interlocking signals, and a subset of raw data on abnormal events.

[0016] The original dataset is subjected to hierarchical noise reduction preprocessing according to signal type: the first level is for switch signals, which is denoised using 3-out-of-2 redundancy check; the second level is for analog signals, which is denoised using an improved sliding window mid-range filtering algorithm; the third level is for video stream signals, which is subjected to consistency check of two consecutive frames, and inconsistent video frames are marked as abnormal.

[0017] All valid signals after graded noise reduction preprocessing are uniformly encoded according to a preset format. Each signal value is bound to a calibrated timestamp, signal acquisition node ID, corresponding track and guardrail number, resulting in a standardized valid signal dataset, including a subset of guardrail equipment status, a subset of work tasks and access control, a subset of video environment perception, a subset of vehicle interlocking signals, and a subset of abnormal events.

[0018] In one possible implementation, step three, the logical operation for verifying the legality of the job task and operation permission, includes: Extract task parameters, permission parameters, and device parameters from the standardized valid signal dataset.

[0019] Based on the task parameters, permission parameters, and device parameters, a legality verification operation is performed on the three-dimensional binding of task-permission-device to obtain the legality verification result.

[0020] In one possible implementation, step four, the multi-dimensional logical operation of the safety preconditions for protective operations includes: Three dimensions of safety evaluation indicators are extracted from the standardized valid signal dataset, including equipment status safety indicators, on-site environment safety indicators, and driving condition safety indicators.

[0021] The safety evaluation index is subjected to a safety precondition verification. If the safety precondition verification fails, the safety precondition judgment result is directly output as not met. If the safety precondition verification passes, dimensional weights are set for the safety evaluation index and the dimensional comprehensive membership degree is calculated. The overall safety comprehensive judgment value is calculated based on the dimensional weights and the dimensional comprehensive membership degree to obtain the safety precondition judgment result.

[0022] In one possible implementation, step five, the execution of the protective sign installation / removal command and the closed-loop logic operation of the status, includes: Once the safety prerequisites are met, the operator issues a warning order to install or remove the protective sign.

[0023] After the protective sign installation and removal command is issued, a dual closed-loop final state determination is performed based on sensor state closed-loop determination and visual verification closed-loop determination, and the execution state result is output.

[0024] In one possible implementation, step six, the bidirectional closed-loop logic operation of the protection state and the vehicle interlock includes: After the execution status result is successful, extract the operation type, corresponding track and protective sign information of this protective sign installation and removal instruction.

[0025] Based on the operation type, corresponding track, and guardrail information, a two-way closed-loop verification is performed to confirm the successful installation of the operation and the locking of the train interlock, or a two-way closed-loop verification is performed to confirm the successful removal of the operation and the unlocking of the train interlock, so as to obtain the interlocking and linkage protection execution result.

[0026] In one possible implementation, step seven, the anomaly classification identification and safety-oriented handling logic operation, includes: Based on the abnormal results input, the abnormal cause is matched from the preset abnormal cause rule base.

[0027] The causes of the anomalies are classified into anomaly levels according to the railway safety risk level.

[0028] Based on the anomaly classification results, graded safety guidance measures are implemented, and the anomaly handling execution results and corresponding locking / early warning signals are output.

[0029] On the other hand, this application provides a railway operation protection traffic signal acquisition and logic operation system, which adopts the above-mentioned railway operation protection traffic signal acquisition and logic operation method, including: node spatiotemporal synchronization calibration module, synchronous acquisition noise reduction module, legality verification module, safety precondition determination module, execution status determination module, linkage protection execution determination module, and abnormal classification and handling module.

[0030] The node spatiotemporal synchronization calibration module is configured to: acquire all signal acquisition nodes of railway operation protection, perform multi-source node spatiotemporal synchronization calibration, and obtain a spatiotemporal synchronization reference parameter set.

[0031] The synchronous acquisition and noise reduction module is configured to perform synchronous acquisition and hierarchical noise reduction preprocessing of multi-source protection traffic signals based on the spatiotemporal synchronization reference parameter set, so as to obtain a standardized and effective signal dataset.

[0032] The legality verification module is configured to perform a legality verification logic operation on the job task and operation permission based on the standardized valid signal dataset to obtain the legality verification result. If the legality verification result is passed, it enters the security precondition judgment module; otherwise, it enters the anomaly classification and handling module.

[0033] The safety precondition determination module is configured to perform multi-dimensional logical operations on the safety preconditions of the protection operation based on the standardized valid signal dataset to obtain the safety precondition determination result. If the safety precondition determination result is satisfied, it enters the execution status determination module; otherwise, it enters the anomaly classification and handling module.

[0034] The execution status determination module is configured to perform protective sign installation and removal command execution and status closed-loop logic operation, output execution status result, and if the execution status result is successful, enter the linkage protection execution determination module; otherwise, enter the abnormal classification and handling module.

[0035] The linkage protection execution judgment module is configured to perform bidirectional closed-loop logic operations on the protection status and vehicle interlocking based on the execution status result, and obtain the interlocking linkage protection execution result. If the interlocking linkage protection execution result is successful, a task closed-loop completion signal is generated; otherwise, it enters the abnormal classification and handling module.

[0036] The anomaly classification and handling module is configured to: perform anomaly classification identification and security-oriented handling logic operations on the anomaly results of the legality verification module, security precondition judgment module, execution status judgment module, or linkage protection execution judgment module, and output the anomaly handling execution result and the corresponding locking / early warning signal.

[0037] The railway operation protection traffic signal acquisition and logic operation method and system in this application have the following advantages: By constructing a closed-loop process for railway operation protection traffic signal acquisition and logic operation, the safety management of the entire operation chain is realized, which improves the safety, compliance and risk prevention and control capabilities of railway operation protection.

[0038] By performing spatiotemporal synchronization calibration on each signal acquisition node, the average transmission delay and clock offset are calibrated, thereby improving the time synchronization accuracy and matching accuracy of multi-source acquired data.

[0039] By synchronously acquiring traffic signals from multiple sources and performing graded noise reduction preprocessing, invalid interference data is filtered out, thereby improving the effectiveness, anti-interference capability, and standardization of the acquired signals.

[0040] By performing a three-dimensional binding of task, permission, and device for legality verification, pre-operation compliance verification is achieved, improving the operational compliance and the rigor of permission control in railway protection operations.

[0041] By performing multi-dimensional logical operations on the preconditions for safety protection operations, a full-dimensional safety verification is achieved before the operation, which improves the risk prediction capability and the reliability of pre-operation control for railway protection operations.

[0042] By employing a dual-loop final state determination based on sensor-based state closed-loop determination and visual verification closed-loop determination, dual verification of the in-place status is achieved, improving the accuracy and reliability of the determination of the protective sign's installation and removal status.

[0043] By performing bidirectional closed-loop logic operations on protection status and train operation interlocking, a dual closed loop of mechanical and signal protection is achieved, improving the interlocking reliability and safety redundancy of railway operation protection.

[0044] By using anomaly classification identification and safety-oriented handling logic operations, the system achieves precise anomaly location and hierarchical control, thereby improving the response speed and safety assurance capabilities for handling railway operation anomalies. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of this application 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 of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 This is a flowchart illustrating the railway operation protection traffic signal acquisition and logic operation method provided in the embodiments of this application. Detailed Implementation

[0047] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0048] like Figure 1 As shown in the figure, this application provides a method for collecting and logically operating traffic signals for railway operation protection, including the following steps: Step 1: Obtain all signal acquisition nodes for railway operation protection, perform spatiotemporal synchronization calibration of multi-source nodes, and obtain a spatiotemporal synchronization reference parameter set.

[0049] Step 2: Based on the spatiotemporal synchronization reference parameter set, perform multi-source protection traffic signal synchronous acquisition and hierarchical noise reduction preprocessing to obtain a standardized effective signal dataset.

[0050] Step 3: Perform a logical operation to verify the legality of the job task and operation permission based on the standardized valid signal dataset, and obtain the legality verification result. If the legality verification result is successful, proceed to step 4; otherwise, proceed to step 7.

[0051] Step 4: Perform multi-dimensional logical operations on the safety prerequisites for protective operations based on the standardized valid signal dataset to obtain the safety prerequisite judgment result. If the safety prerequisite judgment result is satisfied, proceed to Step 5; otherwise, proceed to Step 7.

[0052] Step 5: Perform the protective sign installation and removal command execution and status closed-loop logic operation, and output the execution status result. If the execution status result is successful, proceed to step 6; otherwise, proceed to step 7.

[0053] Step 6: Perform bidirectional closed-loop logic operation on the protection status and vehicle interlocking based on the execution status result to obtain the interlocking linkage protection execution result. If the interlocking linkage protection execution result is successful, generate a task closed-loop completion signal; otherwise, proceed to step 7.

[0054] Step 7: Perform anomaly classification identification and safety-oriented handling logic operations on the abnormal results of Step 3, Step 4, Step 5, or Step 6, and output the abnormal handling execution results and the corresponding locking / warning signals.

[0055] For example, in step one, the spatiotemporal synchronization calibration of the multi-source nodes includes: For each signal acquisition node, a synchronization message with a reference timestamp is sent to the signal acquisition node three times consecutively. The sending time, node receiving time, and receiving response time of each message are recorded. The average transmission delay and clock offset of each signal acquisition node are calculated based on the sending time, the node receiving time, and the receiving response time.

[0056] The average transmission delay, clock offset, node-track-guardrail mapping relationship, and node-timestamp of each signal acquisition node are bound and packaged to obtain a spatiotemporal synchronization reference parameter set.

[0057] Specifically, in this embodiment, in step one, the signal acquisition nodes include protective sign equipment status acquisition nodes, operation task control signal acquisition nodes, video environment perception acquisition nodes, railway train operation interlocking signal acquisition nodes, and abnormal event acquisition nodes. Each signal acquisition node is assigned a unique node ID, node type code, and data transmission link identifier.

[0058] Using the BeiDou clock source of the connected railway CTC / TDCS system as the sole reference clock, a reference timestamp T0 is generated with an update cycle of 10ms, which conforms to the railway signaling system time synchronization standard.

[0059] For each registered signal acquisition node i, the system sends a synchronization message with a reference timestamp T0 to signal acquisition node i three times consecutively, and records the sending time T of each message. s Node reception time T r Receive response time Tb Calculate the average transmission delay of each signal acquisition node. With clock offset The calculation formula is as follows: .

[0060] .

[0061] Among them, T s1 T represents the time when the first synchronization message was sent. r1 T represents the node's reception time of the first synchronization message. b1 This indicates the time it takes to receive the first synchronization message.

[0062] Each signal acquisition node i is spatially bound to its corresponding protective sign number and track number, generating a unique spatial mapping relationship between node, track, and protective sign to avoid data crosstalk.

[0063] Then, the average transmission delay, clock offset and node-track-guardrail mapping relationship of each signal acquisition node i, and the node's own timestamp are bound and packaged to obtain the spatiotemporal synchronization reference parameter set.

[0064] For example, in step two, the multi-source protection traffic signal synchronous acquisition and graded noise reduction preprocessing includes: Based on the spatiotemporal synchronization reference parameter set, timestamp calibration is performed on each signal acquisition node, and raw datasets are collected synchronously, including a subset of raw data on the status of protective sign equipment, a subset of raw data on work tasks and access control, a subset of raw data on video environment perception, a subset of raw data on vehicle interlocking signals, and a subset of raw data on abnormal events.

[0065] The original dataset is subjected to hierarchical noise reduction preprocessing according to signal type: the first level is for switch signals, which is denoised using 3-out-of-2 redundancy check; the second level is for analog signals, which is denoised using an improved sliding window mid-range filtering algorithm; the third level is for video stream signals, which is subjected to consistency check of two consecutive frames, and inconsistent video frames are marked as abnormal.

[0066] All valid signals after graded noise reduction preprocessing are uniformly encoded according to a preset format. Each signal value is bound to a calibrated timestamp, signal acquisition node ID, corresponding track and guardrail number, resulting in a standardized valid signal dataset, including a subset of guardrail equipment status, a subset of work tasks and access control, a subset of video environment perception, a subset of vehicle interlocking signals, and a subset of abnormal events.

[0067] Specifically, in this embodiment, the formula for timestamp calibration in step two is: .in, This represents the built-in timestamp of signal acquisition node i. This represents the timestamp after calibration of signal acquisition node i. After calibration, the raw data of all signal acquisition nodes i are unified to the BeiDou reference clock.

[0068] In this embodiment, the 3-out-of-2 redundancy check noise reduction includes: taking two or more consistent signal values ​​from three consecutive acquisition cycles as valid signal values, and marking the signal as abnormal if all three values ​​are inconsistent, and including it in the abnormal event subset.

[0069] The improved sliding window mid-value filtering algorithm for noise reduction includes: setting the window size to 5, sorting the 5 sampled values ​​within the window and taking the median as the filtering result, and setting a safety threshold: if the filtered value deviates from the original value by more than the preset safety threshold, filtering is not performed, the original value is directly retained and marked as a suspected anomaly, thus avoiding filtering out real fault change signals.

[0070] The consistency check of two consecutive frames includes: based on the unique spatial mapping relationship between nodes, tracks, and guardrails, the video frames are synchronously bound to the timestamps of the corresponding guardrails. If the results of the two frames of the video stream signal are consistent, it is valid; otherwise, it is marked as abnormal.

[0071] For example, in step three, the logical operation for verifying the legality of the job task and operation permission includes: Extract task parameters, permission parameters, and device parameters from the standardized valid signal dataset.

[0072] Based on the task parameters, permission parameters, and device parameters, a legality verification operation is performed on the three-dimensional binding of task-permission-device to obtain the legality verification result.

[0073] Specifically, in this embodiment, the task parameters include: the task control configuration status S of the track corresponding to the current protective sign (S=1 for control enabled, S=0 for control disabled), the current valid task type T (T=1 for installation or removal task, T=0 for no valid task), and the consistency verification result M of the protective sign number between the control platform and the intelligent station (M=1 for consistency, M=0 for inconsistency).

[0074] The permission parameters include: the operator's fingerprint / password verification result P (P=1 means verification passed, P=0 means verification failed), the operator's corresponding stock lane operation permission Q (Q=1 means permission is granted, Q=0 means no permission is granted), and the permission validity period status E (E=1 means within the validity period, E=0 means expired).

[0075] The equipment parameters include: the binding status of the protective sign (D=1 indicates that it is bound, and D=0 indicates that it is not bound).

[0076] In this embodiment, the dedicated legality verification formula is designed as follows: .

[0077] The validity check is passed if and only if R=1; otherwise, the validity check is failed.

[0078] For example, in step four, the multi-dimensional logical operation of the safety prerequisites for protective operations includes: Three dimensions of safety evaluation indicators are extracted from the standardized valid signal dataset, including equipment status safety indicators, on-site environment safety indicators, and driving condition safety indicators.

[0079] The safety evaluation index is subjected to a safety precondition verification. If the safety precondition verification fails, the safety precondition judgment result is directly output as not met. If the safety precondition verification passes, dimensional weights are set for the safety evaluation index and the dimensional comprehensive membership degree is calculated. The overall safety comprehensive judgment value is calculated based on the dimensional weights and the dimensional comprehensive membership degree to obtain the safety precondition judgment result.

[0080] Specifically, in this embodiment, in step four, the equipment status safety index includes: equipment operating status membership degree μ. 11 (Normal = 1, Abnormal / Offline = 0), Drive mechanism status membership degree μ 12 (No fault = 1, Fault = 0), Communication link state membership degree μ 13 (Online = 1, Interrupted = 0).

[0081] On-site environmental safety indicators include: membership degree μ of obstacle detection along the path of protective signs. 21 (No obstacles = 1, obstacles = 0), Membership degree μ for personnel intrusion detection 22 (No intrusion limit = 1, intrusion limit = 0), On-site personnel confirm membership degree μ 23 (Confirmed = 1, Unconfirmed = 0).

[0082] Traffic safety indicators include: track occupancy status membership degree μ 31 (Unoccupied = 1, Occupied = 0), Train Approach Status Membership μ 32 (No proximity = 1, proximity = 0), membership degree μ of turnout and route status 33 (No driving route approved = 1, approved = 0).

[0083] The safety precondition verification includes: if the membership degree of any safety indicator is equal to 0, the safety precondition judgment result is directly output as not met, ensuring zero safety risks are overlooked.

[0084] In this embodiment, a weight vector is set. ,in This indicates the weight of the dimensions of the equipment status safety indicator. This indicates the weight of the dimensions of on-site environmental safety indicators. This indicates the weight of the driving condition safety indicator dimension.

[0085] The formula for the comprehensive membership degree of a dimension is as follows: .

[0086] in, The comprehensive membership degree of the dimensions representing the equipment status safety indicators. The degree of comprehensive membership of the dimensions representing on-site environmental safety indicators. This represents the overall membership degree of the dimensions of driving condition safety indicators.

[0087] The formula for the overall safety assessment value B is as follows: .

[0088] In this embodiment, the comprehensive evaluation threshold is set to 0.9. When the overall safety comprehensive evaluation value B is greater than or equal to 0.9, the safety prerequisite judgment result is satisfied; otherwise, the safety prerequisite judgment result is not satisfied.

[0089] For example, in step five, the execution of the protective sign installation / removal command and the closed-loop logic operation of the status include: Once the safety prerequisites are met, the operator issues a warning order to install or remove the protective sign.

[0090] After the protective sign installation and removal command is issued, a dual closed-loop final state determination is performed based on sensor state closed-loop determination and visual verification closed-loop determination, and the execution state result is output.

[0091] Specifically, in this embodiment, in step five, the operator issues a protective sign installation / removal instruction to the corresponding protective sign's field controller via a security link, and simultaneously records the instruction information to the operation log.

[0092] In this embodiment, the protective sign installation and removal instructions include installation instructions and removal instructions. The target state of the installation instruction is defined as: installed; the target state of the removal instruction is defined as: not installed.

[0093] The sensor status closed-loop determination includes: continuously acquiring the protective sign position sensor data for 3 cycles (300ms) and calculating the sensor positioning matching degree. ,as follows: .

[0094] in, This represents the number of times sensor data matches the target location across three acquisition cycles; a match is counted as 1, and a non-match as 0. Sensor position matching degree. A value of 1 indicates that the sensor has completed the closed-loop detection, while a value less than 1 indicates that it has not.

[0095] The visual verification closed-loop judgment includes: synchronously acquiring real-time video frames of the corresponding protective sign, using AI vision to identify the position of the sign, and if the recognition results of two consecutive frames are consistent with the target state, then the visual alignment is considered satisfactory. =1, otherwise =0.

[0096] The formula for determining the final state of the double closed loop is as follows: .

[0097] in, The final state determination value of the double closed loop is given if and only if When =1, the execution status result is successful; otherwise, it is unsuccessful.

[0098] For example, in step six, the bidirectional closed-loop logic operation of the protection status and the vehicle interlock includes: After the execution status result is successful, extract the operation type, corresponding track and protective sign information of this protective sign installation and removal instruction.

[0099] Based on the operation type (installation / removal), the corresponding track and guardrail information, a two-way closed-loop verification is performed to confirm the successful installation operation and the locking of the train interlock, or a two-way closed-loop verification is performed to confirm the successful removal operation and the unlocking of the train interlock, so as to obtain the interlocking and linkage protection execution result.

[0100] Specifically, in this embodiment, step six, the two-way closed-loop verification of successful installation and train interlocking includes: sending an interlocking command to the railway interlocking system to lock the turnout of the corresponding track, prohibiting the operation of train routes on the corresponding track, and triggering track circuit protection; receiving the locking execution feedback from the interlocking system and performing two-way closed-loop verification: if the interlocking system reports successful locking and the protective sign remains installed, the interlocking linkage protection execution result is successful; if the interlocking system reports locking failure, an emergency removal command is immediately triggered to restore the protective sign to the uninstalled state, and the interlocking linkage protection execution result is unsuccessful.

[0101] The two-way closed-loop verification of successful removal and train interlocking unlocking includes: sending an interlocking unlocking command to the railway interlocking system to release the turnout lock of the corresponding track and restore the train route handling authority; receiving unlocking execution feedback from the interlocking system and performing two-way closed-loop verification: if the interlocking system reports successful unlocking and the protective sign remains uninstalled, the interlocking linkage protection execution result is successful; if the interlocking system reports unlocking failure, an alarm is immediately triggered, and the interlocking linkage protection execution result is unsuccessful.

[0102] Once the interlocking and linkage protection operation is successful, the system automatically collects on-site photos / video screenshots of the protective sign's position, binds the instruction ID, task ID, operator information, and timestamp of this operation, and automatically reports it to the management platform via the interface. It then automatically completes the corresponding installation / removal task, updates the task status to "completed," and generates a task closure completion signal.

[0103] For example, in step seven, the anomaly classification identification and safety-oriented handling logic operation includes: Based on the abnormal results input, the abnormal cause is matched from the preset abnormal cause rule base.

[0104] The causes of the anomalies are classified into anomaly levels according to the railway safety risk level.

[0105] Based on the anomaly classification results, graded safety guidance measures are implemented, and the anomaly handling execution results and corresponding locking / early warning signals are output.

[0106] Specifically, in this embodiment, in step seven, based on the input abnormal results, the corresponding abnormal triggering steps and abnormal parameters are extracted. Combined with the standardized effective signal dataset from step two, the entire chain operation process is traced back, and the abnormal cause is matched from the preset abnormal cause rule base.

[0107] In this embodiment, the causes of anomalies are classified into three levels according to the railway safety risk level: Level 1 anomalies: Anomalies that directly threaten train operation safety, such as no valid task operation, unauthorized operation, train approach, track occupation, and interlocking failure.

[0108] Level 2 anomalies: These include permission verification failures, abnormal equipment status, unsatisfactory environment conditions, installation / removal failures, and other anomalies that affect operation execution but do not directly threaten driving safety.

[0109] Level 3 anomalies: Slight signal distortion, excessive communication delay, sensor drift, etc., which do not affect the current operation and only require maintenance handling.

[0110] In this embodiment, based on three levels of anomaly causes, corresponding three levels of safety guidance measures are set: Level 1 Safety Orientation Response: Immediately terminate all current operations, lock all control permissions of the corresponding protective sign, trigger audible and visual alarms, send emergency protection instructions to the interlocking system, push alarm information to the control platform and on-site handheld devices, and output a Level 1 safety orientation response completion and full-authority safety lock signal.

[0111] Level 2 Safety Orientation Response: Immediately lock the safety and evacuation operation buttons for the current operation, pop up an error root cause prompt, prohibit the continuation of the operation, push the error information to the on-site operators and maintenance personnel, and output a signal indicating that the Level 2 Safety Orientation Response is complete and the corresponding operation permission is locked.

[0112] Level 3 safety-oriented response: Without affecting the current operation, push the operation and maintenance early warning information to the operation and maintenance platform, record the early warning log, and output the completion of the Level 3 safety-oriented response and the operation and maintenance early warning signal.

[0113] This application also provides a railway operation protection traffic signal acquisition and logic operation system, which adopts the above-mentioned railway operation protection traffic signal acquisition and logic operation method, including: node spatiotemporal synchronization calibration module, synchronous acquisition noise reduction module, legality verification module, safety precondition determination module, execution status determination module, linkage protection execution determination module, and anomaly classification and handling module.

[0114] The node spatiotemporal synchronization calibration module is configured to: acquire all signal acquisition nodes of railway operation protection, perform multi-source node spatiotemporal synchronization calibration, and obtain a spatiotemporal synchronization reference parameter set.

[0115] The synchronous acquisition and noise reduction module is configured to perform synchronous acquisition and hierarchical noise reduction preprocessing of multi-source protection traffic signals based on the spatiotemporal synchronization reference parameter set, so as to obtain a standardized and effective signal dataset.

[0116] The legality verification module is configured to perform a legality verification logic operation on the job task and operation permission based on the standardized valid signal dataset to obtain the legality verification result. If the legality verification result is passed, it enters the security precondition judgment module; otherwise, it enters the anomaly classification and handling module.

[0117] The safety precondition determination module is configured to perform multi-dimensional logical operations on the safety preconditions of the protection operation based on the standardized valid signal dataset to obtain the safety precondition determination result. If the safety precondition determination result is satisfied, it enters the execution status determination module; otherwise, it enters the anomaly classification and handling module.

[0118] The execution status determination module is configured to perform protective sign installation and removal command execution and status closed-loop logic operation, output execution status result, and if the execution status result is successful, enter the linkage protection execution determination module; otherwise, enter the abnormal classification and handling module.

[0119] The linkage protection execution judgment module is configured to perform bidirectional closed-loop logic operations on the protection status and vehicle interlocking based on the execution status result, and obtain the interlocking linkage protection execution result. If the interlocking linkage protection execution result is successful, a task closed-loop completion signal is generated; otherwise, it enters the abnormal classification and handling module.

[0120] The anomaly classification and handling module is configured to: perform anomaly classification identification and security-oriented handling logic operations on the anomaly results of the legality verification module, security precondition judgment module, execution status judgment module, or linkage protection execution judgment module, and output the anomaly handling execution result and the corresponding locking / early warning signal.

[0121] This application embodiment constructs a closed-loop process for railway operation protection traffic signal acquisition and logic operation, thereby achieving full-chain safety management and control of operations and improving the safety, compliance and risk prevention and control capabilities of railway operation protection.

[0122] By performing spatiotemporal synchronization calibration on each signal acquisition node, the average transmission delay and clock offset are calibrated, thereby improving the time synchronization accuracy and matching accuracy of multi-source acquired data.

[0123] By synchronously acquiring traffic signals from multiple sources and performing graded noise reduction preprocessing, invalid interference data is filtered out, thereby improving the effectiveness, anti-interference capability, and standardization of the acquired signals.

[0124] By performing a three-dimensional binding of task, permission, and device for legality verification, pre-operation compliance verification is achieved, improving the operational compliance and the rigor of permission control in railway protection operations.

[0125] By performing multi-dimensional logical operations on the preconditions for safety protection operations, a full-dimensional safety verification is achieved before the operation, which improves the risk prediction capability and the reliability of pre-operation control for railway protection operations.

[0126] By employing a dual-loop final state determination based on sensor-based state closed-loop determination and visual verification closed-loop determination, dual verification of the in-place status is achieved, improving the accuracy and reliability of the determination of the protective sign's installation and removal status.

[0127] By performing bidirectional closed-loop logic operations on protection status and train operation interlocking, a dual closed loop of mechanical and signal protection is achieved, improving the interlocking reliability and safety redundancy of railway operation protection.

[0128] By using anomaly classification identification and safety-oriented handling logic operations, the system achieves precise anomaly location and hierarchical control, thereby improving the response speed and safety assurance capabilities for handling railway operation anomalies.

[0129] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0130] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for collecting and logically operating traffic signals for railway operation protection, characterized in that, Includes the following steps: Step 1: Obtain all signal acquisition nodes for railway operation protection, perform spatiotemporal synchronization calibration of multi-source nodes, and obtain a set of spatiotemporal synchronization reference parameters; Step 2: Based on the spatiotemporal synchronization reference parameter set, perform multi-source protection traffic signal synchronous acquisition and hierarchical noise reduction preprocessing to obtain a standardized effective signal dataset; Step 3: Perform a logical operation to verify the legality of the job task and operation permission based on the standardized valid signal dataset, and obtain the legality verification result. If the legality verification result is successful, proceed to step 4; otherwise, proceed to step 7. Step 4: Perform multi-dimensional logical operations on the safety prerequisites for protective operations based on the standardized valid signal dataset to obtain the safety prerequisite judgment result. If the safety prerequisite judgment result is satisfied, proceed to step 5; otherwise, proceed to step 7. Step 5: Perform the installation and removal instructions for the protective sign and the closed-loop logic operation of the status. Output the execution status result. If the execution status result is successful, proceed to step 6; otherwise, proceed to step 7. Step 6: Perform bidirectional closed-loop logic operation on the protection status and vehicle interlocking based on the execution status result to obtain the interlocking linkage protection execution result. If the interlocking linkage protection execution result is successful, generate a task closed-loop completion signal; otherwise, proceed to step 7. Step 7: Perform anomaly classification identification and safety-oriented handling logic operations on the abnormal results of Step 3, Step 4, Step 5, or Step 6, and output the abnormal handling execution results and the corresponding locking / warning signals.

2. The railway operation protection traffic signal acquisition and logic operation method according to claim 1, characterized in that, In step one, the spatiotemporal synchronization calibration of the multi-source nodes includes: For each signal acquisition node, a synchronization message with a reference timestamp is sent to the signal acquisition node three times consecutively. The sending time, node receiving time, and receiving response time of each message are recorded. The average transmission delay and clock offset of each signal acquisition node are calculated based on the sending time, the node receiving time, and the receiving response time. The average transmission delay, clock offset, node-track-guardrail mapping relationship, and node-timestamp of each signal acquisition node are bound and packaged to obtain a spatiotemporal synchronization reference parameter set.

3. The railway operation protection traffic signal acquisition and logic operation method according to claim 1, characterized in that, Step two, the multi-source protection traffic signal synchronous acquisition and graded noise reduction preprocessing includes: Based on the spatiotemporal synchronization reference parameter set, timestamp calibration is performed on each signal acquisition node, and raw datasets are collected synchronously, including a subset of raw data on the status of protective sign equipment, a subset of raw data on work tasks and access control, a subset of raw data on video environment perception, a subset of raw data on vehicle interlocking signals, and a subset of raw data on abnormal events. The original dataset is subjected to hierarchical noise reduction preprocessing according to signal type: the first level is for switch signals, which is denoised using 3-out-of-2 redundancy check; the second level is for analog signals, which is denoised using an improved sliding window mid-range filtering algorithm; the third level is for video stream signals, which is subjected to consistency check of two consecutive frames, and inconsistent video frames are marked as abnormal. All valid signals after graded noise reduction preprocessing are uniformly encoded according to a preset format. Each signal value is bound to a calibrated timestamp, signal acquisition node ID, corresponding track and guardrail number, resulting in a standardized valid signal dataset, including a subset of guardrail equipment status, a subset of work tasks and access control, a subset of video environment perception, a subset of vehicle interlocking signals, and a subset of abnormal events.

4. The railway operation protection traffic signal acquisition and logic operation method according to claim 1, characterized in that, In step three, the logical operation for verifying the legality of the job task and operation permission includes: Extract task parameters, permission parameters, and device parameters from the standardized valid signal dataset; Based on the task parameters, permission parameters, and device parameters, a legality verification operation is performed on the three-dimensional binding of task-permission-device to obtain the legality verification result.

5. The railway operation protection traffic signal acquisition and logic operation method according to claim 1, characterized in that, In step four, the multi-dimensional logical operation of the safety prerequisites for protective operations includes: Three dimensions of safety evaluation indicators are extracted from the standardized effective signal dataset, including equipment status safety indicators, on-site environment safety indicators, and driving condition safety indicators. The safety evaluation index is subjected to a safety precondition verification. If the safety precondition verification fails, the safety precondition judgment result is directly output as not met. If the safety precondition verification passes, dimensional weights are set for the safety evaluation index and the dimensional comprehensive membership degree is calculated. The overall safety comprehensive judgment value is calculated based on the dimensional weights and the dimensional comprehensive membership degree to obtain the safety precondition judgment result.

6. The railway operation protection traffic signal acquisition and logic operation method according to claim 1, characterized in that, Step five, the execution of the protective sign installation / removal command and the closed-loop logic operation of the status include: Once the safety prerequisites are met, the operator issues a warning sign removal order. After the protective sign installation and removal command is issued, a dual closed-loop final state determination is performed based on sensor state closed-loop determination and visual verification closed-loop determination, and the execution state result is output.

7. The railway operation protection traffic signal acquisition and logic operation method according to claim 1, characterized in that, In step six, the bidirectional closed-loop logic operation of the protection status and the vehicle interlock includes: After the execution status result is successful, extract the operation type, corresponding track and protective sign information of this protective sign installation and removal instruction; Based on the operation type, corresponding track, and guardrail information, a two-way closed-loop verification is performed to confirm the successful installation of the operation and the locking of the train interlock, or a two-way closed-loop verification is performed to confirm the successful removal of the operation and the unlocking of the train interlock, so as to obtain the interlocking and linkage protection execution result.

8. The railway operation protection traffic signal acquisition and logic operation method according to claim 1, characterized in that, In step seven, the logical operation for anomaly classification identification and safety-oriented handling includes: Based on the input abnormal results, match the abnormal cause from the preset abnormal cause rule base; The aforementioned abnormal causes are classified into abnormality levels according to the railway safety risk level. Based on the anomaly classification results, graded safety guidance measures are implemented, and the anomaly handling execution results and corresponding locking / early warning signals are output.

9. A railway operation protection traffic signal acquisition and logic operation system, employing the railway operation protection traffic signal acquisition and logic operation method as described in any one of claims 1 to 8, characterized in that, include: Node spatiotemporal synchronization calibration module, synchronous acquisition and noise reduction module, legality verification module, security precondition determination module, execution status determination module, linkage protection execution determination module, and anomaly classification and handling module; The node spatiotemporal synchronization calibration module is configured to: acquire all signal acquisition nodes of railway operation protection, perform multi-source node spatiotemporal synchronization calibration, and obtain a spatiotemporal synchronization reference parameter set; The synchronous acquisition and noise reduction module is configured to perform synchronous acquisition and hierarchical noise reduction preprocessing of multi-source protection traffic signals based on the spatiotemporal synchronization reference parameter set to obtain a standardized and effective signal dataset. The legality verification module is configured to perform a legality verification logic operation on the job task and operation permission based on the standardized valid signal dataset to obtain the legality verification result. If the legality verification result is passed, it enters the security precondition judgment module; otherwise, it enters the anomaly classification and handling module. The safety precondition determination module is configured to perform multi-dimensional logical operations on the safety preconditions of the protection operation based on the standardized effective signal dataset to obtain the safety precondition determination result. If the safety precondition determination result is satisfied, it enters the execution status determination module; otherwise, it enters the abnormal classification and handling module. The execution status determination module is set to perform protective sign installation and removal command execution and status closed-loop logic operation, output execution status result, if the execution status result is successful, enter the linkage protection execution determination module, if unsuccessful, enter the abnormal classification and handling module. The linkage protection execution judgment module is set to perform a two-way closed-loop logic operation on the protection status and the vehicle interlocking based on the execution status result, and obtain the interlocking linkage protection execution result. If the interlocking linkage protection execution result is successful, a task closed-loop completion signal is generated; otherwise, it enters the abnormal classification and handling module. The anomaly classification and handling module is configured to: perform anomaly classification identification and security-oriented handling logic operations on the anomaly results of the legality verification module, security precondition judgment module, execution status judgment module, or linkage protection execution judgment module, and output the anomaly handling execution result and the corresponding locking / early warning signal.

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