CN110949453A

CN110949453A - Safety protection method and system applied to rail transit

Info

Publication number: CN110949453A
Application number: CN201911251722.3A
Authority: CN
Inventors: 于银刚; 肖骁
Original assignee: Traffic Control Technology TCT Co Ltd
Current assignee: Traffic Control Technology TCT Co Ltd
Priority date: 2019-12-09
Filing date: 2019-12-09
Publication date: 2020-04-03

Abstract

The invention provides a safety protection method and a safety protection system applied to rail transit, wherein the method comprises the following steps: acquiring train end information such as a train position, a train running speed and a train running direction and operation end information such as an operator position through an operation end and/or a train end; determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information; and if the distance is less than or equal to the preset distance and/or the collision time is less than or equal to the preset time, sending an alarm prompt through the operation end and/or the train end. According to the scheme, intelligent early warning can be realized to inform operating personnel to evacuate in advance, and the phenomenon that a train collides with the operating personnel is avoided. Meanwhile, enough time can be reserved for the operators in the mode, and the phenomenon that the tools are missed on the site due to the fact that the operators evacuate in a hurry is reduced. In addition, the early warning mode reduces human factors, so that the danger caused by human errors can be reduced.

Description

Safety protection method and system applied to rail transit

Technical Field

The invention relates to the technical field of rail transit, in particular to a safety protection method and a safety protection system applied to rail transit.

Background

In rail transit, people often go on the line to maintain, construct and the like, so that the safety of maintenance or construction workers is ensured, the collision of the maintenance or construction workers by locomotives or other running vehicles is prevented, and the important content of ensuring the safety is achieved.

Under the existing condition, the safety is ensured mainly by means of a system. The main means comprises providing the self-safety quality of the whole worker and the personal safety self-protection consciousness of maintenance or construction workers, and achieving the protection on duty standardization and the like. The most important measure is to set up a guard. The protection personnel wear the protective clothing before the operation, wear the sign, and carry with oneself intercom, guard period, protection signal lamp, whistle, removal parking board etc. and require to be familiar with the construction time, place, content, protection requirement. In the construction engineering, the operation standard of a protector is strictly executed, the protector is contacted with a station-keeping protector once every 2-3 minutes, when the communication is carried out with the station-keeping protector and a slow-going protector, a repeating system is strictly executed to prevent mishearing, a construction responsible person and a maintenance or construction operator are timely notified, the operation is supervised to be stopped, machines and materials are withdrawn, and vehicles are avoided in the next route; a construction site protector selects a safety place with good observation conditions to perform safety protection work according to the actual field operation, generally keeps a distance of about 10 meters with maintenance or construction operators, has a maximum protection distance range of not more than 150 meters, and synchronously moves along with the operators; must go to work or leave work with the maintenance or construction operation personnel in step, strengthen looking out, in time inform the personnel of walking to keep away the car.

However, due to various reasons, casualties still occur when train is collided with maintenance or construction workers. For example, the 12 th month showy line 31077 in 2013 is collided with 5 Ningbo work section operators for 3 times and 2 times of injury. In 2008, D59 times of trains hit sixteen maintenance or construction operators in the middle iron, 18 people die and 9 people are injured. In 2016, a train of goods and mail in 12 months crashed 6 workers at the sun station.

And the mode that adopts to set up the removal parking signal lamp also has certain drawback, no matter be single line or double-line construction, protection personnel and protection lamp generally apart from the position of construction point 800 meters to 1000 meters, and the construction distance can be shorter in the station. However, in the case of high-speed trains, normal-speed trains and heavy-duty trains, it is difficult for the driver to quickly respond to the signal lights when the train is operated at a high speed, such as 80km/h or more, so that the high-speed trains and the like generally use the LKJ system without the driver visually observing the signal lights. In addition, the braking distance of the high-speed train, the normal-speed train and the heavy-load train is very long, for example, the braking distance of the train with the speed of 120km/h is 800 meters, and the braking distance of the train with the speed of 200km/h is 2000 meters in the railway technical management regulation, so that the protection distance exceeds 800 meters. For heavy haul railways, the longitudinal impulse power is extremely high, so that strict technical requirements are imposed on braking, and accidents of car damage and people death are avoided. Maintenance or construction operation personnel can carry a large amount of multiplexer utensil when the construction, and when the train was close, maintenance or construction operation personnel promptly evacuated can increase and omit the risk of instrument on the track, and then increase driving safety risk.

Therefore, how to design a new protection method and system capable of improving the safety of the operating personnel becomes a problem to be solved urgently at present.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art or the related art.

Therefore, the invention aims to provide a safety protection method applied to rail transit.

Another object of the present invention is to provide a safety protection system for rail transit.

In order to achieve the above object, a first aspect of the present invention provides a safety protection method applied to rail transit, which is applied to a train end, wherein the safety protection method includes:

acquiring train end information, wherein the train end information comprises a train position, a train running speed and a train running direction;

the method comprises the steps of sending train end information to an operation end, and receiving operation end information sent by the operation end, wherein the operation end information comprises the position of an operator;

determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information;

and if the distance is less than or equal to the preset distance and/or the collision time is less than or equal to the preset time, sending an alarm prompt.

Further, the safety protection method further comprises the following steps: encrypting the train end information before sending the train end information to the operation end; analyzing the received encrypted operation end information; and judging whether the operation end information is received or not, continuously sending the train end information to the operation end when the operation end information is not received, and executing the step of determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information when the operation end information is received.

On the basis of any scheme, the working end and the train end communicate through LoRa or VHF/UHF.

On the basis of any scheme, the operation end communicates with the train end through a repeater/router arranged near the operation end, wherein the operation end communicates with the repeater/router through ZigBee or Bluetooth, and the repeater/router communicates with the train end through LoRa or VHF/UHF.

On the basis of any scheme, the communication distance of the operation end is greater than or equal to 2 kilometers, and the communication distance of the train end is greater than or equal to 2 kilometers.

On the basis of any scheme, the operation end and the train end communicate in a wireless communication mode, namely the operation end and the train end transmit data in a wireless communication mode.

The technical scheme of the second aspect of the invention provides a safety protection method applied to rail transit, which is applied to a working end, wherein the method comprises the following steps:

acquiring operation end information, wherein the operation end information comprises the position of an operator;

the method comprises the steps of sending operation end information to a train end, and receiving train end information sent by the train end, wherein the train end information comprises a train position, a train running speed and a train running direction;

Further, the safety protection method further comprises the following steps: encrypting the information of the operation end before sending the information of the operation end to the train end; analyzing the received encrypted train end information; and judging whether the train end information is received or not, continuously sending the operation end information to the train end when the train end information is not received, and executing the step of determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information when the train end information is received.

Preferably, the working end and the train end communicate through LoRa or VHF/UHF.

The technical scheme of the third aspect of the invention provides a safety protection system applied to rail transit, wherein the system comprises a vehicle-mounted device and a working end device, the working end device is used for acquiring working end information and sending the working end information to the vehicle-mounted device, the working end information comprises the position of an operator, and the vehicle-mounted device comprises:

the train-mounted acquisition module is used for acquiring train end information, and the train end information comprises a train position, a train running speed and a train running direction;

the vehicle-mounted communication module is used for sending the train end information to the operation end device and receiving the operation end information sent by the operation end device, and the operation end information comprises the position of an operator;

the vehicle-mounted processing module is used for determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information, and controlling the vehicle-mounted alarm device to send an alarm prompt when the distance is less than or equal to the preset distance and/or the collision time is less than or equal to the preset time;

and the vehicle-mounted alarm device is used for sending out an alarm prompt.

Further, the vehicle-mounted device further includes:

the vehicle-mounted encryption module is used for encrypting the train end information before the vehicle-mounted communication module sends the train end information to the operation end device;

the vehicle-mounted analysis module is used for analyzing the received encrypted operation end information;

the vehicle-mounted processing module is further used for judging whether the vehicle-mounted communication module receives the operation end information or not, controlling the vehicle-mounted communication module to continuously send the train end information to the operation end device when the operation end information is not received, and executing the step of determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information when the operation end information is received.

In any one of the above aspects, preferably, the work end apparatus includes:

the operation end acquisition module is used for acquiring operation end information;

the operation end communication module is used for sending the operation end information to the train communication module and receiving the train end information sent by the train communication module;

the operation end processing module is used for determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information, and controlling the operation end alarm device to send an alarm prompt when the distance is less than or equal to the preset distance and/or the collision time is less than or equal to the preset time;

and the operation end alarm device is used for sending out an alarm prompt.

Further preferably, the working end device further includes:

the operation end encryption module is used for encrypting the operation end information before the operation end communication module sends the operation end information to the train communication module;

the operation end analysis module is used for analyzing the received encrypted train end information;

the operation end processing module is further used for judging whether train end information is received or not, continuing to send the operation end information to the train end when the train end information is not received, and executing the step of determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information when the train end information is received.

On the basis of any scheme, the operation end communication module and the vehicle-mounted communication module are communicated through LoRa or VHF/UHF.

On the basis of any scheme, the operation end communication module is communicated with the vehicle-mounted communication module through a repeater/router arranged near the operation end device, wherein the operation end communication module is communicated with the repeater/router through ZigBee or Bluetooth, and the repeater/router is communicated with the vehicle-mounted communication module through LoRa or VHF/UHF.

On the basis of any one of the above schemes, the operation end device is an intelligent wearable device.

On the basis of any scheme, the communication distance of the operation end communication module is larger than or equal to 2 kilometers, and the communication distance of the vehicle-mounted communication module is larger than or equal to 2 kilometers.

The technical scheme of the fourth aspect of the invention provides a safety protection system applied to rail transit, which comprises a vehicle-mounted device and a working end device, wherein the vehicle-mounted device is used for acquiring train end information and sending the train end information to the working end device, the train end information comprises a train position, a train running speed and a train running direction, and the working end device comprises:

the operation end acquisition module is used for acquiring operation end information, and the operation end information comprises the position of an operator;

the operation end communication module is used for sending the operation end information to the vehicle-mounted device and receiving the train end information sent by the vehicle-mounted device;

and the operation end alarm device is used for sending out an alarm prompt.

Further preferably, the working end device further includes:

the operation end encryption module is used for encrypting the operation end information before the operation end communication module sends the operation end information to the vehicle-mounted device;

Further preferably, the train end information further includes time for acquiring the train end information, and the operation end information further includes time for acquiring the operation end information and/or a movement direction and a movement speed of the operator.

According to the safety protection method and system applied to rail transit provided by the embodiment of the invention, the train-mounted device can be arranged on the train, the operation end device is arranged at the operation end, the train-end information such as the running speed, the position, the train running direction and the current time of the train can be continuously acquired by the vehicle-mounted device in the running process of the train, the operation-end information such as the position, the speed and the current time of maintenance or construction operators can be acquired by the operation end device, the distance between the train and the maintenance or construction operators and/or the time of collision between the train and the maintenance or construction operators can be automatically determined by the vehicle-mounted device at the train end or the operation end device at the operation end, and particularly, in the actual process, the operation end can send the acquired operation-end information to the train end after acquiring the operation-end information, therefore, the distance between the train and the maintenance or construction operator and/or the time of collision between the train and the maintenance or construction operator can be determined at the train end according to the received operation end information and the train end information acquired by the train end, and meanwhile, in the actual process, the train end can also send the acquired train end information to the operation end after acquiring the train end information, so that the distance between the train and the maintenance or construction operator and/or the time of collision between the train and the maintenance or construction operator can be determined at the operation end according to the received train end information and the operation end information acquired by the operation end. Therefore, the distance between the train and the maintenance or construction operator can be specifically determined or whether the train and the maintenance or construction operator collide can be judged at the train end and/or the operation end according to the operation end information and the train end information. When the distance between the train and the maintenance or construction operator is determined to be larger than the preset distance, namely the distance between the train and the maintenance or construction operator is judged to be relatively long, or the time when the train collides with the maintenance or construction operator is judged to be less than the preset time, an alarm prompt can be sent out through the vehicle-mounted device or the operation end device to prompt the maintenance or construction operator that the train approaches and withdraws from the track as soon as possible, so that the operator can be informed of withdrawing from the track in advance, and the collision between the train and the maintenance operator is avoided. Meanwhile, in the actual process, the preset distance and the preset time can be reasonably set, so that maintenance or construction workers can be reminded to evacuate as early as possible, enough time is reserved for evacuation of the maintenance or construction workers, tools can be picked up by the maintenance or construction workers, the phenomenon that maintenance tools are left on the site due to the fact that the maintenance or construction workers evacuate in a hurry is avoided, and the occurrence of train safety accidents caused by the fact that the maintenance tools are left on the track can be avoided. In addition, the safety protection method and the safety protection system applied to rail transit can automatically give an alarm prompt in advance through the vehicle-mounted device or the operation end device, so that intelligent early warning is realized, the early warning mode does not depend on the consciousness or experience of people, human factors are greatly reduced, and the danger caused by the error of safety protection personnel is reduced. On the other hand, in the mode, additional safety protection personnel do not need to be matched between the train and maintenance or construction operation personnel, so that the use of the safety protection personnel can be reduced, and the labor cost can be reduced.

When the position of the train and the position of the operator are specifically acquired, the position of the train and the position of the operator can be acquired according to the GNSS.

Further preferably, the operation terminal device is an intelligent wearable device, such as an intelligent watch or an intelligent bracelet. Therefore, the operation end device can be maintained or carried by construction operators, and the problems of loss, carrying and the like of the operation end device can be prevented.

The work terminal device and the vehicle-mounted device can communicate remotely, so that information can be transmitted and received between the work terminal device and the vehicle-mounted device. For example, when the distance determination and the collision time determination are performed by the in-vehicle device, information of the working end such as the traveling speed of the operator, the position of the operator, and the current time of the working end may be transmitted to the in-vehicle device based on the remote communication function of the working end device, and when the distance determination and the collision time determination are performed by the working end device, information of the train end such as the traveling speed of the train, the position of the train, and the current time of the train end may be transmitted to the working end device based on the remote communication function of the in-vehicle device. The distance determination and the collision time determination may be performed on the work end device or the in-vehicle device, and the alarm presentation may be performed on the work end device or the in-vehicle device. Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a schematic flow chart illustrating a safety protection method applied to rail transit according to an embodiment of the present invention;

fig. 2 is a schematic flow chart illustrating a safety protection method applied to rail transit according to another embodiment of the present invention;

fig. 3 is a schematic flow chart of a safety protection method applied to rail transit according to a third embodiment of the present invention;

fig. 4 is a schematic flow chart illustrating a safety protection method applied to rail transit according to a fourth embodiment of the present invention;

FIG. 5 is a block diagram showing the structure of a safety protection system applied to rail transit provided by an embodiment of the invention;

fig. 6 is a block diagram showing a structure of a safety protection system applied to rail transit according to another embodiment of the present invention;

fig. 7 is a block diagram showing a safety protection system applied to rail transit according to a third embodiment of the present invention;

fig. 8 shows an exemplary block diagram of electronic equipment in the provided in-vehicle apparatus and work-end apparatus according to the embodiment of the present invention.

Detailed Description

In order that the above objects, features and advantages of the present invention can be more clearly understood, a more particular description of the invention will be rendered by reference to the appended drawings. It should be noted that the embodiments and features of the embodiments of the present application may be combined with each other without conflict.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, however, the present invention may be practiced in other ways than those specifically described herein, and therefore the scope of the present invention is not limited by the specific embodiments disclosed below.

The safety protection method and system applied to rail transit provided by the embodiments of the present invention are described in detail below with reference to fig. 1 to 7.

Fig. 1 illustrates a safety protection method applied to rail transit, applied to a train end, provided by an embodiment of a first aspect of the present invention, wherein, as shown in fig. 1, the method includes the following steps:

s102, train end information is obtained, wherein the train end information comprises a train position, a train running speed and a train running direction;

s104, sending the train end information to an operation end, and receiving the operation end information sent by the operation end, wherein the operation end information comprises the position of an operator;

s106, determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information;

and S108, sending an alarm prompt when the distance is less than or equal to the preset distance and/or the collision time is less than or equal to the preset time.

According to the safety protection method applied to rail transit provided by the embodiment of the invention, the train-mounted device can be arranged on a train, the operation end device is arranged at the operation end, the train-mounted device can continuously acquire the train-end information such as the running speed, the position, the train running direction, the current time and the like of the train in the running process of the train, the operation-end device can acquire the operation-end information such as the position, the speed, the current time and the like of maintenance or construction operators, the vehicle-mounted device at the train end can automatically determine the distance between the train and the maintenance or construction operators and/or determine the time of collision between the train and the maintenance or construction operators, and particularly, the operation end can send the acquired operation-end information to the train end after acquiring the operation-end information in the actual process, so that the train end can determine the train and the maintenance or construction operators according to the received operation-end information and the train-end information acquired by the train end The distance between the crews and/or the time at which the train collides with maintenance or construction workers. Therefore, the distance between the train and the maintenance or construction operator can be specifically determined or whether the train collides with the maintenance or construction operator can be judged at the train end according to the operation end information and the train end information. When the distance between the train and the maintenance or construction operator is determined to be larger than the preset distance, namely the distance between the train and the maintenance or construction operator is judged to be relatively long, or the time when the train collides with the maintenance or construction operator is judged to be less than the preset time, the vehicle-mounted device can send out an alarm prompt to prompt the maintenance or construction operator that the train is approaching and withdraws from the track as soon as possible, so that the operator can be informed of withdrawing from the track in advance to avoid the collision between the train and the maintenance operator. Meanwhile, in the actual process, the preset distance and the preset time can be reasonably set, so that maintenance or construction workers can be reminded to evacuate as early as possible, enough time is reserved for evacuation of the maintenance or construction workers, tools can be picked up by the maintenance or construction workers, the phenomenon that maintenance tools are left on the site due to the fact that the maintenance or construction workers evacuate in a hurry is avoided, and the occurrence of train safety accidents caused by the fact that the maintenance tools are left on the track can be avoided. In addition, the safety protection method and the safety protection system applied to rail transit can automatically give an alarm prompt in advance through the vehicle-mounted device or the operation end device, so that intelligent early warning is realized, the early warning mode does not depend on the consciousness or experience of people, human factors are greatly reduced, and the danger caused by the error of safety protection personnel is reduced. On the other hand, in the mode, additional safety protection personnel do not need to be matched between the train and maintenance or construction operation personnel, so that the use of the safety protection personnel can be reduced, and the labor cost can be reduced.

Fig. 2 illustrates a safety protection method applied to rail transit according to a second embodiment of the first aspect of the present invention, wherein, as shown in fig. 2, the method includes the following steps:

s202, train end information is obtained, and the train end information comprises a train position, a train running speed and a train running direction.

S204, encrypting the train end information and sending the encrypted train end information to an operation end; and the train end information is sent to the operation end, so that the operation end can also receive the train end information, and the distance and the collision time are determined.

And S206, receiving the encrypted operation end information sent by the operation end, and analyzing the received encrypted operation end information, wherein the operation end information comprises the position of the operator.

S208, determines whether the job side information is received, and if the job side information is not received, the process goes to S204, and if the job side information is received, the process goes to S210.

And S210, determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the resolved operation end information.

And S212, sending an alarm prompt when the distance is less than or equal to the preset distance and/or the collision time is less than or equal to the preset time.

The difference between this embodiment and the previous embodiment is that in this embodiment, information sent to the job end is encrypted, and the information sent from the job end is also encrypted, so that one more parsing process is required. Meanwhile, in this embodiment, the determination process in S208 is added. Before the train end information is sent to the operation end, the train end information is encrypted, so that the safety of the train end information in the transmission process can be ensured. Similarly, before the information of the operation end is sent to the train end, the information of the operation end can be encrypted preferentially to ensure the safety of the information of the operation end in the transmission process. After the train end receives the operation end information, the encrypted operation end information can be analyzed through the analysis module, and then the distance between the train and the operator and the collision time are determined according to the analyzed operation end information. Meanwhile, because the front of the train is not always provided with the operator in the advancing process, whether the operation end information is received or not can be judged in the actual process, and if the operation end information is received, the step of determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information is executed. On the contrary, if the working end information is not received, the step of determining the distance between the train and the operator and/or the time of collision between the train and the operator is not performed, and the train end information is continuously transmitted to the working end.

An embodiment of a second aspect of the present invention provides a safety protection method applied to rail transit, which is applied to a working end, wherein, as shown in fig. 3, the method includes:

s302, acquiring operation end information, wherein the operation end information comprises the position of an operator;

s304, sending the operation end information to a train end, and receiving the train end information sent by the train end, wherein the train end information comprises a train position, a train running speed and a train running direction;

s306, determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information;

and S308, sending an alarm prompt when the distance is less than or equal to the preset distance and/or the collision time is less than or equal to the preset time.

According to the safety protection method applied to rail transit provided by the embodiment of the invention, the train-mounted device can be arranged on the train, the operation end device is arranged at the operation end, the train-mounted device can continuously acquire the train-end information such as the running speed, the position, the train running direction, the current time and the like of the train in the running process of the train, the operation-end device can acquire the operation-end information such as the position, the speed, the current time and the like of maintenance or construction operators, the operation-end device at the operation end can automatically determine the distance between the train and the maintenance or construction operators and/or determine the time of collision between the train and the maintenance or construction operators, and particularly, the train-end device at the operation end can send the acquired train-end information to the operation end after acquiring the train-end information in the actual process, so that the operation end can determine the train and the maintenance or construction operators according to the received train-end information and the operation-end information acquired by the operation end The distance between the operators and/or the time at which a collision between the train and a maintenance or construction operator occurs. Therefore, the distance between the train and the maintenance or construction operator can be specifically determined or whether the train and the maintenance or construction operator collide can be judged at the operation end according to the operation end information and the train end information. When the distance between the train and the maintenance or construction operator is determined to be larger than the preset distance, namely the distance between the train and the maintenance or construction operator is judged to be relatively long, or the time when the train collides with the maintenance or construction operator is judged to be less than the preset time, an alarm prompt can be sent out through the operation end device to prompt the maintenance or construction operator that the train is approaching and the maintenance or construction operator withdraws from the track as soon as possible, so that the operator can be informed of withdrawing from the track in advance, and the occurrence of collision between the train and the maintenance operator is avoided. Meanwhile, in the actual process, the preset distance and the preset time can be reasonably set, so that maintenance or construction workers can be reminded to evacuate as early as possible, enough time is reserved for evacuation of the maintenance or construction workers, tools can be picked up by the maintenance or construction workers, the phenomenon that maintenance tools are left on the site due to the fact that the maintenance or construction workers evacuate in a hurry is avoided, and the occurrence of train safety accidents caused by the fact that the maintenance tools are left on the track can be avoided. In addition, the safety protection method and the safety protection system applied to rail transit can automatically give an alarm prompt in advance through the vehicle-mounted device or the operation end device, so that intelligent early warning is realized, the early warning mode does not depend on the consciousness or experience of people, human factors are greatly reduced, and the danger caused by the error of safety protection personnel is reduced. On the other hand, in the mode, additional safety protection personnel do not need to be matched between the train and maintenance or construction operation personnel, so that the use of the safety protection personnel can be reduced, and the labor cost can be reduced.

Further, another embodiment of the second aspect of the present invention provides a safety protection method applied to rail transit, which is applied to a working end, wherein, as shown in fig. 4, the method includes:

s402, acquiring the information of the working end, wherein the information of the working end comprises the position of the operator.

And S404, encrypting the operation end information and sending the encrypted operation end information to the train end.

And S406, receiving the encrypted train end information sent by the train end, and analyzing the received encrypted train end information, wherein the train end information comprises the train position, the train running speed and the train running direction.

S408 determines whether or not the train end information is received, and if the train end information is not received, the process goes to S404, and if the train end information is received, the process goes to S410.

S410, determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information;

and S412, sending out an alarm prompt when the distance is less than or equal to the preset distance and/or the collision time is less than or equal to the preset time.

The difference between this embodiment and the previous embodiment is that in this embodiment, information sent to the job end is encrypted, and the information sent from the job end is also encrypted, so that one more parsing process is required. Meanwhile, in this embodiment, the determination process in S208 is added. Before the information of the operation end is sent to the train end, the information of the operation end is encrypted, so that the safety of the information of the operation end in the transmission process can be ensured. Similarly, before the train end information is sent to the operation end, the train end information can be encrypted, so that the safety of the train end information in the transmission process can be ensured. After the operation end receives the encrypted train end information, the encrypted train end information can be analyzed through the analysis module, and then the distance between the train and the operation personnel and the collision time are determined according to the analyzed train end information. Meanwhile, since there is not necessarily a train on the track during the construction work, it may be determined whether train end information is received or not in the actual process, if the train end information is received, step 410 is executed, and if the train end information is not received, step 410 is not executed, but the train end information is continuously transmitted to the train end.

In addition to the above four implementations, when the position of the train and the position of the operator are specifically acquired, the position of the train and the position of the operator can be acquired according to the GNSS. And the operation end device is preferably intelligent wearing equipment, such as intelligent wrist-watch or intelligent bracelet etc.. Therefore, the operation end device can be maintained or carried by construction operators, and the problems of loss, carrying and the like of the operation end device can be prevented.

In the above embodiments, the work end device and the in-vehicle device can communicate with each other remotely, so that information can be transmitted and received between the work end device and the in-vehicle device. For example, when the distance determination and the collision time determination are performed by the in-vehicle device, information of the working end such as the traveling speed of the operator, the position of the operator, and the current time of the working end may be transmitted to the in-vehicle device based on the remote communication function of the working end device, and when the distance determination and the collision time determination are performed by the working end device, information of the train end such as the traveling speed of the train, the position of the train, and the current time of the train end may be transmitted to the working end device based on the remote communication function of the in-vehicle device. The distance determination and the collision time determination may be performed on the work end device, or may be performed on the in-vehicle device, and similarly, the alarm presentation may be performed on the work end device, or may be performed on the in-vehicle device.

Preferably, the train end information further includes time for acquiring the train end information, and the operation end information further includes time for acquiring the operation end information and/or a movement direction and a movement speed of the operator. This arrangement can take into account the time at which information is acquired and the movement of the operator, and thus can make determination of the time of collision and the distance between the train and the operator more accurate.

On the basis of the four implementations, the operation end communicates with the train end through a repeater/router arranged near the operation end, wherein the operation end communicates with the repeater/router through ZigBee or Bluetooth, and the repeater/router communicates with the train end through LoRa or VHF/UHF.

In this embodiment, the working end and the train end preferably communicate with each other through an additionally arranged transponder/router, specifically, one transponder/router may be arranged near the working personnel on the train, during communication, the train directly communicates with the transponder/router, and the transponder/router communicates with a smart watch/bracelet worn by the working personnel through ZigBee or bluetooth or other means. Because general intelligent wearing equipment does not have remote communication functions such as VHF/UHF or LoRa, but through the switching of transponder/router for conventional intelligent wearing equipment, for example intelligent wrist-watch, intelligent bracelet etc. can communicate with the car-mounted device through transponder/router, just so need not additionally to customize the intelligent wearing equipment of remote communication functions such as VHF/UHF or LoRa.

Of course, in the actual process, the operation end and the train end can also be directly communicated in a wireless mode and the like, and at the moment, in order to set the operation end device as the intelligent wearable equipment, a batch of intelligent wearable equipment with the VHF/UHF or LoRa remote communication function and the like can be specially set.

Based on the above four implementations, the communication distance of the working end is not less than 2 km, and the communication distance of the train end is not less than 2 km.

Based on the above four embodiments, the working end and the train end communicate by wireless communication, that is, the working end and the train end transmit data by wireless communication.

An embodiment of a third aspect of the present invention provides a safety protection system 5 applied to rail transit, wherein, as shown in fig. 5, the system includes a vehicle-mounted device 52 and a work end device 54, the work end device 54 is configured to acquire work end information and transmit the work end information to the vehicle-mounted device 52, the work end information includes a position of a worker, and the vehicle-mounted device 52 includes:

the vehicle-mounted obtaining module 520 is configured to obtain train end information, where the train end information includes a train position, a train running speed, and a train running direction;

a vehicle-mounted communication module 522 for transmitting train-side information to the work-side device 54 and receiving work-side information transmitted by the work-side device 54, the work-side information including the position of the operator;

the vehicle-mounted processing module 524 is used for determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information, and controlling the vehicle-mounted alarm device 526 to send an alarm prompt when the distance is less than or equal to a preset distance and/or the collision time is less than or equal to a preset time;

and the vehicle-mounted alarm device 526 is used for sending out an alarm prompt.

The safety protection system 5 applied to rail transit according to the embodiment of the present invention is mainly used for performing an early warning prompt on the train side, specifically, a vehicle-mounted device 52 may be disposed on a train, a working end device 54 may be disposed at the working end, train end information such as the running speed, position, train running direction, and current time of the train may be continuously obtained by the vehicle-mounted device 52 during the running process of the train, and working end information such as the position, speed, and current time of a maintenance or construction worker may be obtained by the working end device 54, then the distance between the train and the maintenance or construction worker and/or the time of collision between the train and the maintenance or construction worker may be automatically determined by the vehicle-mounted device 52 at the train end, specifically, in the actual process, after the working end obtains the working end information, the obtained working end information may be sent to the train end, so that the train end can determine the distance between the train and the maintenance or construction operator and/or determine the time of collision between the train and the maintenance or construction operator according to the received operation end information and the train end information acquired by the train end. Therefore, the distance between the train and the maintenance or construction operator can be specifically determined or whether the train collides with the maintenance or construction operator can be judged at the train end according to the operation end information and the train end information. When the distance between the train and the maintenance or construction operator is determined to be larger than the preset distance, namely the distance between the train and the maintenance or construction operator is judged to be long, or the time when the train collides with the maintenance or construction operator is judged to be less than the preset time, the vehicle-mounted device 52 can send out an alarm prompt to prompt the maintenance or construction operator that the train approaches and withdraws from the track as soon as possible, so that the operator can be informed of withdrawing from the track in advance to avoid the collision between the train and the maintenance operator. Meanwhile, in the actual process, the preset distance and the preset time can be reasonably set, so that maintenance or construction workers can be reminded to evacuate as early as possible, enough time is reserved for evacuation of the maintenance or construction workers, tools can be picked up by the maintenance or construction workers, the phenomenon that maintenance tools are left on the site due to the fact that the maintenance or construction workers evacuate in a hurry is avoided, and the occurrence of train safety accidents caused by the fact that the maintenance tools are left on the track can be avoided. In addition, the safety protection method and the safety protection system applied to rail transit can automatically give an alarm prompt in advance through the vehicle-mounted device 52 or the operation end device 54, so that intelligent early warning is realized, the early warning mode does not depend on the consciousness or experience of people, human factors are greatly reduced, and the danger caused by the error of safety protection personnel is reduced. On the other hand, in the mode, additional safety protection personnel do not need to be matched between the train and maintenance or construction operation personnel, so that the use of the safety protection personnel can be reduced, and the labor cost can be reduced.

Further, in another embodiment, as shown in fig. 6, the vehicle-mounted device 52 includes, in addition to the above modules: the on-board encryption module 528 is configured to encrypt the train-side information before the on-board communication module 522 sends the train-side information to the operation-side device 54; a vehicle-mounted analysis module 529, configured to analyze the received encrypted operation end information; the on-board processing module 524 is further configured to determine whether the on-board communication module 522 receives the working end information, control the on-board communication module 522 to continue to send the train end information to the working end device 54 when the working end information is not received, and execute the step of determining the distance between the train and the working person and/or the collision time between the train and the working person according to the train end information and the working end information when the working end information is received.

In this embodiment, before the train-side information is sent to the operation end, the train-side information may be preferentially encrypted, so that the safety of the train-side information during transmission can be ensured. Similarly, before the information of the operation end is sent to the train end, the information of the operation end can be encrypted preferentially to ensure the safety of the information of the operation end in the transmission process. After the train end receives the operation end information, the encrypted operation end information can be analyzed through the analysis module, and then the distance between the train and the operator and the collision time are determined according to the analyzed operation end information. Meanwhile, because the front of the train is not always provided with the operator in the advancing process, whether the operation end information is received or not can be judged in the actual process, and if the operation end information is received, the step of determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information is executed. If the working end information is not received, the step of determining the distance between the train and the operator and/or the collision time between the train and the operator is not executed, and the train end information is continuously sent to the working end.

In yet another embodiment, as shown in fig. 6, the work-end device 54 includes:

a job end obtaining module 540, configured to obtain job end information;

the operation end communication module 542 is used for sending the operation end information to the train communication module and receiving the train end information sent by the train communication module;

the working end processing module 544 is configured to determine a distance between the train and the operator and/or a collision time between the train and the operator according to the train end information and the working end information, and control the working end alarm device 546 to send an alarm prompt when the distance is less than or equal to a preset distance and/or the collision time is less than or equal to a preset time;

and a working end alarm device 546 for sending out an alarm prompt.

In this embodiment, the on-board device 52 at the train end can determine the distance between the train and the operator and the collision time according to the train end information and the work end information, and can perform early warning at the train end through the on-board device 52. The working end device 54 provided in this embodiment can also determine the distance and the collision time between the train and the operator according to the train end information and the working end information, and further can perform early warning at the working end through the working end device 54, so that the working end and the train end can perform early warning at the same time, thereby realizing double early warning, and thus, when the train early warning is damaged, accurate early warning can be performed through the working end device 54, or when the working end early warning function is damaged, accurate early warning can be performed through the vehicle-mounted device 52, so that the reliability of the early warning function can be further ensured, and the concept that the early warning function fails is reduced.

Further preferably, as shown in fig. 6, the working end device 54 further includes:

an operation end encryption module 548, configured to encrypt the operation end information before the operation end communication module 542 sends the operation end information to the train communication module;

the operation end analysis module 549 is used for analyzing the received encrypted train end information;

the operation end processing module 544 is further configured to determine whether train end information is received, continue to send the operation end information to the train end when the train end information is not received, and execute a step of determining a distance between the train and the operator and/or a collision time between the train and the operator according to the train end information and the operation end information when the train end information is received.

In the embodiment, before the information of the operation end is sent to the train end, the information of the operation end is encrypted, so that the safety of the information of the operation end in the transmission process can be ensured. Similarly, before the train end information is sent to the operation end, the train end information can be encrypted, so that the safety of the train end information in the transmission process can be ensured. After the operation end receives the encrypted train end information, the encrypted train end information can be analyzed through the analysis module, and then the distance between the train and the operation personnel and the collision time are determined according to the analyzed train end information. Meanwhile, because the track is not always provided with the train in the construction operation process, whether the train end information is received or not can be judged in the actual process, and if the train end information is received, the step of determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information is executed. On the contrary, if the train end information is not received, the step of determining the distance between the train and the operator and/or the collision time between the train and the operator is not executed, and the train end information is continuously sent to the train end.

As shown in fig. 7, an embodiment of a fourth aspect of the present invention provides a safety protection system 5 applied to rail transit, wherein, as shown in fig. 7, the system includes a vehicle-mounted device 52 and a working end device 54, the vehicle-mounted device 52 is configured to acquire train end information and transmit the train end information to the working end device 54, the train end information includes a train position, a train running speed and a train running direction, and the working end device 54 includes:

a working end obtaining module 540 for obtaining working end information, which includes the position of the working person; a working end communication module 542, configured to send working end information to the vehicle-mounted device 52 and receive train end information sent by the vehicle-mounted device 52; the working end processing module 544 is configured to determine a distance between the train and the operator and/or a collision time between the train and the operator according to the train end information and the working end information, and control the working end alarm device 546 to send an alarm prompt when the distance is less than or equal to a preset distance and/or the collision time is less than or equal to a preset time; and a working end alarm device 546 for sending out an alarm prompt.

According to the safety protection system 5 applied to rail transit provided by the embodiment of the invention, early warning can be realized at the operation end, specifically, the vehicle-mounted device 52 can be arranged on a train, the operation end device 54 is arranged at the operation end, then the train end information such as the running speed, the position, the train running direction and the current time of the train can be continuously obtained by the vehicle-mounted device 52 in the process of train advancing, meanwhile, the operation end information such as the position, the speed and the current time of maintenance or construction workers can be obtained by the operation end device 54, then the distance between the train and the maintenance or construction workers and/or the time of collision between the train and the maintenance or construction workers can be automatically determined by the operation end device 54 at the operation end, specifically, in the actual process, the obtained train end information can be sent to the operation end after the train end obtains the train end information, therefore, the distance between the train and the maintenance or construction operator and/or the time of collision between the train and the maintenance or construction operator can be determined at the operation end according to the received train end information and the operation end information acquired by the operation end. Therefore, the distance between the train and the maintenance or construction operator can be specifically determined or whether the train and the maintenance or construction operator collide can be judged at the operation end according to the operation end information and the train end information. When the distance between the train and the maintenance or construction operator is determined to be greater than the preset distance, namely the distance between the train and the maintenance or construction operator is determined to be relatively long, or the time when the train collides with the maintenance or construction operator is determined to be less than the preset time, an alarm prompt can be sent through the operation end device 54 to prompt the maintenance or construction operator that the train is approaching and the maintenance or construction operator is withdrawn from the track as soon as possible, so that the operator can be informed of withdrawing from the track in advance, and the collision between the train and the maintenance operator is avoided. Meanwhile, in the actual process, the preset distance and the preset time can be reasonably set, so that maintenance or construction workers can be reminded to evacuate as early as possible, enough time is reserved for evacuation of the maintenance or construction workers, tools can be picked up by the maintenance or construction workers, the phenomenon that maintenance tools are left on the site due to the fact that the maintenance or construction workers evacuate in a hurry is avoided, and the occurrence of train safety accidents caused by the fact that the maintenance tools are left on the track can be avoided. In addition, the safety protection method and the safety protection system applied to rail transit can automatically give an alarm prompt in advance through the vehicle-mounted device 52 or the operation end device 54, so that intelligent early warning is realized, the early warning mode does not depend on the consciousness or experience of people, human factors are greatly reduced, and the danger caused by the error of safety protection personnel is reduced. On the other hand, in the mode, additional safety protection personnel do not need to be matched between the train and maintenance or construction operation personnel, so that the use of the safety protection personnel can be reduced, and the labor cost can be reduced.

In the above systems, when the position of the train and the position of the operator are specifically acquired, the position of the train and the position of the operator can be acquired from the GNSS.

Further preferably, the operation end device 54 is a smart wearable device, such as a smart watch or a smart bracelet. This allows the work end device 54 to be carried by a maintenance or construction worker, thereby preventing problems such as loss and portability of the work end device 54.

Among them, the work side device 54 and the in-vehicle device 52 can perform remote communication, so that information can be transmitted and received between the work side device 54 and the in-vehicle device 52. For example, when the distance determination and the collision time determination are performed by the in-vehicle device 52, information of the working end such as the traveling speed of the operator, the position of the operator, and the current time of the working end may be transmitted to the in-vehicle device 52 based on the remote communication function of the working end device 54, and when the distance determination and the collision time determination are performed by the working end device 54, information of the train end such as the traveling speed of the train, the position of the train, and the current time of the train end may be transmitted to the working end device 54 based on the remote communication function of the in-vehicle device 52. The distance determination and the collision time determination may be performed on the work end device 54, the in-vehicle device 52, and the alarm presentation may be performed on the work end device 54 or the in-vehicle device 52, but it is preferable that the in-vehicle device 52 and the work end device 54 perform the distance determination and the collision time determination at the same time and perform the alarm presentation at the same time.

Further preferably, as shown in fig. 7, the working end device 54 further includes:

a work side encryption module 548 for encrypting the work side information before the work side communication module 542 transmits the work side information to the in-vehicle apparatus 52;

In the embodiment, before the information of the operation end is sent to the train end, the information of the operation end is encrypted, so that the safety of the information of the operation end in the transmission process can be ensured. Similarly, before the train end information is sent to the operation end, the train end information can be encrypted, so that the safety of the train end information in the transmission process can be ensured. After the operation end receives the encrypted train end information, the encrypted train end information can be analyzed through the analysis module, and then the distance between the train and the operation personnel and the collision time are determined according to the analyzed train end information. Meanwhile, because the track is not always provided with the train in the construction operation process, whether the train end information is received or not can be judged in the actual process, and if the train end information is received, the step of determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information is executed. Otherwise, if the train end information is not received, the step of determining the distance between the train and the operator and/or the collision time between the train and the operator is not executed, and the train end information is continuously sent to the train end.

On the basis of the embodiments provided in the third and/or fourth aspects, the work-side communication module 542 and the vehicle-mounted communication module 522 communicate via LoRa or VHF/UHF.

On the basis of the embodiments provided by the third and/or fourth aspects, the operation end communication module 542 communicates with the vehicle-mounted communication module 522 through a repeater/router arranged near the operation end device 54, wherein the operation end communication module 542 communicates with the repeater/router through ZigBee or bluetooth, and the repeater/router communicates with the vehicle-mounted communication module 522 through LoRa or VHF/UHF.

In this embodiment, the working end and the train end preferably communicate with each other through an additionally arranged transponder/router, specifically, one transponder/router may be arranged near the working personnel on the train, during communication, the train directly communicates with the transponder/router, and the transponder/router communicates with a smart watch/bracelet worn by the working personnel through ZigBee or bluetooth or other means. Because general intelligent wearing equipment does not have remote communication functions such as VHF/UHF or LoRa, but through the switching of transponder/router for conventional intelligent wearing equipment, for example intelligent wrist-watch, intelligent bracelet etc. can communicate with car-mounted device 52 through transponder/router, just so need not additionally to customize the intelligent wearing equipment of remote communication functions such as VHF/UHF or LoRa.

Of course, in the actual process, the working end and the train end can also directly communicate in a wireless manner, and at this time, in order to set the working end device 54 as the intelligent wearable device, a batch of intelligent wearable devices with the remote communication functions of VHF/UHF or LoRa can be specially set.

In addition to the embodiments provided in the third aspect and/or the fourth aspect, the working end device 54 is an intelligent wearable device.

In addition to the embodiments provided in the third and/or fourth aspects, the communication distance of the work-side communication module is greater than or equal to 2 km, and the communication distance of the vehicle-mounted communication module 522 is greater than or equal to 2 km.

In order to implement the above method, electronic devices are set in both the vehicle-mounted device 52 and the work-end device 54, and an electronic device 800 in an embodiment will be described with reference to fig. 8.

FIG. 8, among other things, illustrates a schematic block diagram of an electronic device 800 that may be used to implement embodiments of the present disclosure. As shown in fig. 8, the electronic device 800 includes a central processing unit 801 that can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory 802 or computer program instructions loaded from a storage unit 808 into a random access memory 803. In the RAM 803, various programs and data necessary for the operation of the electronic apparatus 800 can also be stored. The CPU 801, ROM 802, and RAM 803 are connected to each other via a bus 804. An input/output interface 805 is also connected to the bus 804.

A number of components in the electronic device 800 are connected to the I/O interface 805, including: an input unit 806, such as a keyboard, a mouse, or the like; an output unit 807 such as various types of displays, speakers, and the like; a storage unit 808, such as a magnetic disk, optical disk, or the like; and a communication unit 809 such as a network card, modem, wireless communication transceiver, etc. The communication unit 809 allows the electronic device 800 to exchange information/data with other devices through a computer network such as the internet and/or various telecommunication networks.

The processing unit 801 performs the respective methods and processes described above. For example, in some embodiments, the methods of the above-described implementation examples may be implemented as a computer software program tangibly embodied on a machine-readable medium, such as storage unit 808. In some embodiments, part or all of the computer program can be loaded and/or installed onto the electronic device 800 via the ROM 802 and/or the communication unit 809. When the computer program is loaded into RAM 803 and executed by CPU 801, one or more steps of the server and the in-vehicle reading apparatus described above may be performed. Preferably, in other embodiments, the CPU 801 may be configured to perform the methods in the above implementation examples in any other suitable manner.

The functions described herein above may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays, application specific integrated circuits, application specific standard products, systems on a chip, load programmable logic devices, and the like.

Program code for implementing the methods of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program codes, when executed by the processor or controller, cause the functions/operations specified in the flowchart and/or block diagram to be performed. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or electronic device.

In the context of this disclosure, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, an optical fiber, a portable compact disc read-only memory, an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

Further, while operations are depicted in a particular order, this should be understood as requiring that such operations be performed in the particular order shown or in sequential order, or that all illustrated operations be performed, to achieve desirable results. Under certain circumstances, multitasking and parallel processing may be advantageous. Likewise, while several specific implementation details are included in the above discussion, these should not be construed as limitations on the scope of the disclosure. Certain features that are described in the context of separate embodiments can also be implemented in combination in a single implementation. Conversely, various features that are described in the context of a single implementation can also be implemented in multiple implementations separately or in any suitable subcombination.

Although the subject matter has been described in language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed as example forms of implementing the claims.

Claims

1. A safety protection method applied to rail transit is applied to a train end and is characterized by comprising the following steps:

the train end information is sent to an operation end, and the operation end information sent by the operation end is received, wherein the operation end information comprises the position of an operator;

and if the distance is less than or equal to a preset distance and/or the collision time is less than or equal to a preset time, sending an alarm prompt.

2. The safety protection method applied to rail transit according to claim 1, further comprising:

encrypting the train end information before sending the train end information to an operation end;

analyzing the received encrypted operation end information;

and judging whether the operation end information is received or not, continuing to send the train end information to the operation end when the operation end information is not received, and executing the step of determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information when the operation end information is received.

3. A safety protection method applied to rail transit is applied to a working end and is characterized by comprising the following steps:

the operation end information is sent to a train end, and train end information sent by the train end is received, wherein the train end information comprises a train position, a train running speed and a train running direction;

4. The safety protection method applied to rail transit according to claim 3, further comprising:

encrypting the operation end information before sending the operation end information to the train end;

analyzing the received encrypted train end information;

and judging whether the train end information is received or not, continuing to send the operation end information to the train end when the train end information is not received, and executing the step of determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information when the train end information is received.

5. Safety shield method for rail transit according to any of claims 1 to 4,

the operation end and the train end are communicated through LoRa or VHF/UHF; or

The operation end communicates with the train end through a repeater/router arranged near the operation end, wherein the operation end communicates with the repeater/router through ZigBee or Bluetooth, and the repeater/router communicates with the train end through LoRa or VHF/UHF.

6. The safety protection system applied to rail transit is characterized by comprising an on-board device and a working end device, wherein the working end device is used for acquiring working end information and sending the working end information to the on-board device, the working end information comprises the position of an operator, and the on-board device comprises:

the train-mounted acquisition module is used for acquiring train end information, wherein the train end information comprises a train position, a train running speed and a train running direction;

the vehicle-mounted processing module is used for determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information, and controlling the vehicle-mounted alarm device to send an alarm prompt when the distance is less than or equal to a preset distance and/or the collision time is less than or equal to a preset time;

and the vehicle-mounted alarm device is used for sending out an alarm prompt.

7. The safety protection system applied to rail transit of claim 6, wherein the vehicle-mounted device further comprises:

the train end information encryption module is used for encrypting the train end information before the train end information is sent to the operation end device by the train communication module;

the vehicle-mounted processing module is further configured to determine whether the vehicle-mounted communication module receives the operation end information, control the vehicle-mounted communication module to continue to send the train end information to the operation end device when the operation end information is not received, and execute a step of determining a distance between the train and the operator and/or a collision time between the train and the operator according to the train end information and the operation end information when the operation end information is received.

8. The safety shield system applied to rail transit of claim 6, wherein the working end device comprises:

the operation end acquisition module is used for acquiring the operation end information;

the operation end processing module is used for determining the distance between the train and the operator and/or the collision time between the train and the operator according to the train end information and the operation end information, and controlling the operation end alarm device to send an alarm prompt when the distance is less than or equal to a preset distance and/or the collision time is less than or equal to a preset time;

and the operation end alarm device is used for sending out an alarm prompt.

9. The safety shield system applied to rail transit of claim 8, wherein the working end device further comprises:

the operation end processing module is further configured to determine whether the train end information is received, continue to send the operation end information to the train end when the train end information is not received, and execute a step of determining a distance between the train and the operator and/or a collision time between the train and the operator according to the train end information and the operation end information when the train end information is received.

10. Safety shield system for rail transit according to claim 8,

the operation end communication module and the vehicle-mounted communication module are communicated through LoRa or VHF/UHF; or

The operation end communication module is communicated with the vehicle-mounted communication module through a repeater/router arranged near the operation end device, wherein the operation end communication module is communicated with the repeater/router through ZigBee or Bluetooth, and the repeater/router is communicated with the vehicle-mounted communication module through LoRa or VHF/UHF; and/or

The operation end device is an intelligent wearable device; and/or

The communication distance of the operation end communication module is more than or equal to 2 kilometers, and the communication distance of the vehicle-mounted communication module is more than or equal to 2 kilometers; and/or

The train end information further comprises time for acquiring the train end information, and the operation end information further comprises time for acquiring the operation end information and/or the movement direction and the movement speed of the operation personnel.