CN115158413A - Railway crossing fence management control method and system - Google Patents
Railway crossing fence management control method and system Download PDFInfo
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Abstract
The invention provides a railway crossing fence management control method and a system thereof, wherein an uplink detection end and a downlink detection end are in one-to-one correspondence with crossing site ends according to the address list mapping relationship, when the uplink detection end and the downlink detection end detect that a train passes through, a first detection signal is sent to the corresponding crossing site ends, at the moment, the crossing site ends pop up a first interface, if the first interface is confirmed within the timing time, or a crossing member is detected to appear in a train receiving area and represents that the crossing member exists on site, at the moment, the site management control is executed according to a site operation instruction issued by the crossing member; if the first interface is not confirmed within the timing time and no crossing member is detected to be present in the train receiving area, no crossing member exists on site, the remote service end obtains the control right at the moment in order to complete the field management, and a remote door closing instruction can be directly issued through the remote service end.
Description
Technical Field
The invention belongs to the technical field of railway crossing management, and particularly relates to a railway crossing fence management control method and a railway crossing fence management control system.
Background
The railway crossing is the intersection of the railway transportation locomotive, the road locomotive and the pedestrian, and the management of the railway crossing directly influences the safety, the transportation capacity and the efficiency of the railway transportation. When a train is about to pass through a crossing, a road passing end needs to be closed, and it is confirmed that no barriers influencing safe passing of the train, such as pedestrians, vehicles or other sundries, exist in a train passing area.
The current crossing management and fence control are mainly finished by crossing personnel, and comprise main work of confirming the upcoming information of vehicles, closing crossing barriers, reporting vehicle passing information, opening the crossing barriers, carrying out safety early warning on the train vehicles and the like. However, when the crossing personnel need to leave the crossing site due to the irresistible factor, if a train passes through the crossing under the condition that the crossing personnel is out of duty, the operation of closing the barrier and the like cannot be finished, the safety of the crossing site cannot be ensured, and the running safety of the train is influenced.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, provides a railway crossing fence management control method and a railway crossing fence management control system, and overcomes the defect that the prior art can only be controlled by crossing staff on site.
In a first aspect, the present invention provides a method for managing and controlling a rail crossing fence, comprising:
acquiring and/or sensing train passing information by utilizing an uplink detection end and a downlink detection end, judging whether a train drives to a crossing or not, and if so, outputting a first detection signal;
according to the address list mapping relation, transmitting the first detection signal to a corresponding crossing site end on a train passing route;
popping up a first interface at a crossing site end, and starting timing;
if the first interface is confirmed within the timing time or the target detection program at the crossing site end is operated within the timing time, and the crossing person is detected to be present in the vehicle receiving area, judging that the on-duty crossing person exists, entering a field operation mode, and receiving and executing a field operation instruction;
if the first interface is not confirmed within the timing time and the target detection program running at the crossing site end does not detect that a crossing person is present in the car receiving area within the timing time, judging that no crossing person is present, entering a remote operation mode, reporting request information to a remote service end, and receiving and executing a remote operation instruction.
In some embodiments, in the remote operation mode, after receiving the remote operation instruction, when executing the remote operation instruction, the method includes:
acquiring a crossing field image, dividing a danger control area, identifying a target object in the danger control area, determining the type of the target object, and dynamically adjusting a gate closing strategy according to the type of the target object, wherein the gate closing strategy is preset with retention time;
if no target object exists in the danger control area, executing a gate closing action;
and if the time of the target object appearing in the danger control area is longer than the retention time and the time of the train reaching the crossing is shorter than the preset time, sending acousto-optic warning to the crossing site and sending a deceleration stop signal to the train.
In some embodiments, when the train passing information is collected and/or sensed by the upstream and downstream detecting terminals to determine whether a train is driving to the crossing, the method includes:
collecting a target detection image, carrying out target detection and tracking on the target detection image based on a target detection algorithm of deep learning, calculating the running direction, running speed and position information of a train when the train target image continuously appears in the target detection image for a set number of times, and judging to obtain a first passing result;
utilizing a plurality of induction modules to form a differential induction array, wherein each induction module induces whether a medium passes through within the induction range of the induction module, and when each induction module sequentially induces induction information within the induction time, judging to obtain a second passing result;
and after the first passing result and the second passing result are received at the same time, comprehensively judging to obtain and output the first detection signal.
In some embodiments, when determining that the second pass result is obtained, the method further includes:
in the differential sensing array, when sensing information is sensed by the first sensing module, timing is started;
if sensing information is sensed by the other sensing modules within the set sensing time, judging to obtain a second passing result representing that a train passes, stopping timing, and calculating the running direction, the running speed and the position information of the train according to the interval time and the interval distance between the sensing modules;
if no other induction modules induce induction information within the set induction time, judging that no train passes through.
In some embodiments, in constructing the differential sense array, comprises:
and arranging a plurality of induction modules positioned at the same uplink and downlink detection end at equal intervals according to a set interval distance, wherein the set interval distance is 5-10 m.
In some embodiments, when the first detection signal is transmitted to the corresponding crossing site end on the train passing route according to the address list mapping relationship, the method includes:
the remote service end receives a first detection signal, determines a communication port of a crossing site end according to an address mapping table arranged in the remote service end, and transmits the first detection signal to the corresponding crossing site end;
the up-down detection end, the crossing site end and the remote service end transmit messages through an MQTT protocol based on a 4G wireless network communication system, an optical fiber communication system and an LORA wireless communication system.
In some embodiments, when the optical fiber communication system network is disconnected, the uplink and downlink detection end and the crossing site end perform message transmission through the 4G wireless network communication system, and when the 4G wireless network communication system is also disconnected, the uplink and downlink detection end and the crossing site end perform message transmission through the LORA wireless communication system.
In some embodiments, the step of determining the address list mapping relationship comprises:
acquiring train line information, determining a plurality of crossing along the line, and calculating the residence time of the corresponding train at the crossing and the running time between adjacent crossings based on the running rule data;
defining a plurality of road junctions along a line as a target road junction cluster, and improving the detection priority of an uplink detection end and a downlink detection end corresponding to the road junctions in the target road junction cluster;
and adjusting the uplink and downlink detection ends corresponding to the detection priority to be in an awakening state, and adjusting the uplink and downlink detection ends of the road junctions of the rest non-line roads to be in a sleeping state.
In some embodiments, in defining the targeted crossing clusters, comprising:
and according to the running direction, the running speed and the position information of the train, defining the crossing in the expected arrival time or the expected arrival distance range as a target crossing cluster along the advancing direction of the train.
In a second aspect, the present invention provides a system applying the method for managing and controlling a railroad crossing barrier as described above, including:
the system comprises an uplink detection end and a downlink detection end, wherein the uplink detection end and the downlink detection end are used for collecting and/or sensing train passing information, judging whether a train runs to a crossing or not, and outputting a first detection signal if the train runs to the crossing;
the address list end is used for transmitting the first detection signal to a corresponding crossing site end on a train passing route according to the address list mapping relation;
the crossing site end is used for displaying a first interface and starting timing, if the first interface is confirmed in the timing time or a built-in target detection program is operated, and a crossing person is detected to appear in a vehicle receiving area, entering a site operation mode and receiving and executing a site operation instruction; if the first interface is not confirmed within the timing time or a built-in target detection program of the first interface does not detect that a crossing member appears in a vehicle receiving area, sending a request instruction for entering a remote operation mode to a remote server, and receiving and executing the remote operation instruction;
and the remote server is used for responding to the request instruction and sending a remote operation instruction to the crossing site end.
The invention has the beneficial effects that:
the invention provides a railway crossing fence management control method and a system thereof, wherein an uplink detection end and a downlink detection end are in one-to-one correspondence with crossing site ends according to the mapping relation of an address list, when the uplink detection end and the downlink detection end detect that a train passes through, a first detection signal is sent to the corresponding crossing site ends, at the moment, the crossing site ends pop up a first interface, if the first interface is confirmed within timing time, or a target detection program running at the crossing site ends detects that crossing members appear in a train receiving area and represent the presence of the crossing members on site, at the moment, the site management is executed according to site operation instructions issued by the crossing members; if the first interface is not confirmed within the timing time, and the target detection program running at the site end of the crossing does not detect that the crossing person appears in the train receiving area, the first interface represents that no crossing person exists on the site, and in order to complete the on-site management, the remote server obtains the control right at the moment, and a remote door closing instruction can be directly issued through the remote server.
Drawings
The invention is further illustrated by means of the attached drawings, but the embodiments in the drawings do not constitute any limitation to the invention, and for a person skilled in the art, other drawings can be obtained on the basis of the following drawings without inventive effort.
Fig. 1 is a schematic diagram of a management and control method for a railroad crossing fence according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of a management and control method for a railroad crossing barrier according to another embodiment of the present invention.
Fig. 3 is a schematic diagram of a management and control method for a railroad crossing barrier according to another embodiment of the present invention.
Fig. 4 is a schematic diagram of a railroad crossing barrier management control method according to another embodiment of the invention.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In a first aspect, referring to fig. 1, the present embodiment provides a method for managing and controlling a railroad crossing fence, including:
acquiring and/or sensing train passing information by utilizing an uplink detection end and a downlink detection end, judging whether a train runs to a crossing or not, and if so, outputting a first detection signal;
transmitting the first detection signal to a crossing site end corresponding to a train passing route according to the address list mapping relation;
popping up a first interface at a crossing site end, and starting timing;
if the first interface is confirmed within the timing time or the target detection program running at the crossing site end within the timing time detects that a crossing person is present in a vehicle receiving area, judging that the crossing person is present on duty, entering a field operation mode, and receiving and executing a field operation instruction;
if the first interface is not confirmed within the timing time or the target detection program running at the crossing site end does not detect that a crossing person is present in the car receiving area within the timing time, judging that no crossing person is present, entering a remote operation mode, reporting request information to a remote service end, and receiving and executing a remote operation instruction.
It should be noted that the upper and lower detection ends are arranged at the side of the railway, the upper and lower detection ends are respectively arranged in the up and down directions of a crossing, the upper and lower detection ends are 3km to 5km away from the crossing, the upper and lower detection ends can determine the train passing information by collecting image signals and/or sensing signals, judge whether the train passes through the corresponding crossing, if the train runs towards the crossing, output the first detection signal, according to the address list mapping relation, the first detection signal can only be transmitted to the appointed crossing site end, in order to confirm whether there is a crossing person on duty at the crossing site, pop up the first interface at the crossing site end, start timing, and wait for the crossing person to click the confirmation button. Wherein, the first interface can display the picture of the train passing, and also information such as the running direction, the running speed, the position information and the like.
If the crossing member confirms the first interface within the specified timing time or operates the target detection program at the crossing site end within the timing time, and detects that the crossing member appears in the vehicle receiving area and represents that the crossing member on duty is on site, the crossing member enters a site operation mode at the moment, and completes the issuing of a relevant site operation instruction;
if the crossing member does not confirm the first interface within the specified timing time and the target detection program running at the crossing site end within the timing time does not detect that the crossing member appears in the car-receiving area and represents that the crossing member is off duty, then the crossing site end enters a remote operation mode, the crossing site end reports request information to the remote service end, the remote service end can call the video condition of the site crossing after receiving the request information and starts the voice two-way talkback function, whether the crossing member is off duty can be further confirmed, after verification, relevant instructions such as door closing operation and the like are clicked, the crossing site end receives and executes the remote operation instructions, and remote control is completed.
It should be understood that during normal work flow, crossing members firstly confirm the first interface and then appear in a train receiving area, when a train is about to pass through the crossing, the crossing members lift flags in the train receiving area to indicate that the current crossing is safe, and the train can normally pass through, so that if the crossing members finish confirming the first interface or appearing in any one of the train receiving areas within the timing time, the crossing members are proved to be on site and enter a site operation mode; if the two tasks are not completed within the timing time, the remote operation mode is entered after the fact that the two tasks are not on site is proved.
It should be appreciated that the crossing site end runs an object detection program that detects whether a crossing crew is present in the pickup area of the scene captured by the site camera based on a deep learning object detection network.
Referring to fig. 2, as an embodiment, in the remote operation mode, after receiving the remote operation command, when executing the remote operation command, in order to reduce workload of relevant managers in the remote service end and improve field control accuracy, the crossing site end may start an autonomous object detection and identification program, and more specifically includes:
acquiring a crossing field image, dividing a danger control area, identifying a target object in the danger control area, wherein the danger control area is an area where a railway and a highway are crossed, and determining the type of the target object because small dynamic objects such as pedestrians, bicycles and motorcycles, and the like, large dynamic objects such as automobiles and trucks, and even static objects such as goods and large garbage, and the like may appear in the danger control area;
if the target object does not exist in the danger control area, executing a gate closing action;
if the target object exists in the danger control area, judging whether the time of the target object appearing in the danger control area is longer than the staying time of the corresponding gate closing strategy;
if the time that the target object appears in the danger control area is not longer than the retention time of the corresponding gate closing strategy, normally executing a gate closing action;
if the time of the target object appearing in the danger control area is longer than the residence time of the corresponding gate closing strategy, judging whether the time of the train arriving at the crossing is shorter than the preset time;
if the time for the train to reach the crossing is not less than the preset time, an acousto-optic warning is sent to the crossing site;
if the time that the train arrives at the crossing is less than the preset time, a sound and light warning is sent to the crossing site, a deceleration stop signal is sent to the train, the coming train is informed that the crossing has a barrier, the train can stop in time conveniently, and the accident that the train collides with the passenger is avoided.
More specifically, if the target is a small dynamic target, the crossing barrier is firstly controlled to be closed to 80 percent, so that the target can pass through quickly; if the target is a large dynamic target, the door closing operation on one side of the driving direction of the large dynamic target is suspended according to the advancing direction of the large dynamic target, so that the large dynamic target can be driven away as soon as possible, and the railing in the driving direction of the large dynamic target is continuously closed to prevent subsequent vehicles from following the vehicle and entering the rail; if the train is a static target, the train possibly influences the running safety of the train due to the fact that the static target appears in the danger control area, the train cannot move, the time of the static target appearing in the danger control area is longer than the stay time of the corresponding brake closing strategy, and therefore the train is stopped in time, and accidents are avoided.
Referring to fig. 3, as an embodiment, when the train passing information is collected and/or sensed by the upstream and downstream detecting terminals to determine whether a train is driven to the crossing, the method includes:
collecting a target detection image, carrying out target detection and tracking on the target detection image based on a target detection algorithm of deep learning, calculating the running direction, running speed and position information of a train when the train target image continuously appears in the target detection image for a set number of times, and judging to obtain a first passing result;
additionally, a differential sensing array is formed by a plurality of sensing modules, each sensing module senses whether a medium passes through within the sensing range, and when sensing information is sequentially sensed by each sensing module within the sensing time, a second passing result is obtained through judgment; it should be noted that different sensing modules can sense at different time and space to determine whether a certain medium enters the sensing range, each sensing module is configured to feed back sensing information when the medium passes through the sensing range, and when the sensing modules in the same differential sensing array sequentially sense the sensing information within a set sensing time, it is determined that a train passes through to obtain a second passing result, otherwise, other mediums may be touched by mistake;
because the two detection modes exist simultaneously and are respectively and independently detected and operated, after the first passing result and the second passing result are received simultaneously, the first detection signal is obtained and output through comprehensive judgment, the finally output first detection signal is the comprehensive result combined with the first passing result and the second passing result, the two detection modes can coexist and complement each other, the advantages of the two detection modes are compatible, bidirectional mutual verification is completed, the detection result is more accurate, and misjudgment or missing judgment is avoided.
It should be understood that, the up and down lines of a crossing have a detection end respectively, each detection end has the above two detection modes, and correspondingly, a differential sensing array formed by a plurality of sensing modules exists.
Referring to fig. 4, further, when each of the detecting terminals determines that the second pass result is obtained, the method includes:
in the differential sensing array, when the first sensing module senses sensing information, timing is started;
if all the other induction modules induce induction information within the set induction time, judging to obtain a second passing result representing that a train passes, stopping timing, and calculating the running direction, the running speed and the position information of the train according to the interval time and the interval distance between the induction modules;
if all the induction information is not detected within the set induction time and no other induction modules induce the induction information, the fact that the train does not sequentially enter or pass through the induction range of each induction module in the differential induction array is proved, and if the passing medium is not the train, the fact that no train passes through is judged.
Through setting for the induction time, can improve the degree of accuracy of response, further, through the response mode of millimeter wave radar, pressure sensor and the close switch of magnetic induction these three kinds of inductors, can reflect train information from a plurality of response dimensions, compensatied image analysis's defect.
Preferably, when the differential sensing array is constructed, the sensing modules positioned at the same uplink and downlink detection end are equidistantly arranged according to a set spacing distance, the set spacing distance is 5 m-10 m, the equidistant arrangement is favorable for calculating the vehicle speed, and the misjudgment in the same area is reduced.
In this embodiment, when the first detection signal is transmitted to the crossing site end corresponding to the train passing through the route according to the address list mapping relationship, the method includes:
the remote service end receives the first detection signal, determines a communication port of the crossing site end according to an address mapping table arranged in the remote service end, and transmits the first detection signal to the corresponding crossing site end;
the information transmission is carried out among the uplink and downlink detection end, the crossing site end and the remote service end based on a 4G wireless network communication system, an optical fiber communication system and an LORA wireless communication system and based on an MQTT protocol.
Preferably, when the optical fiber communication network is disconnected, message transmission is completed between the uplink and downlink detection terminals and the crossing site terminal through the 4G wireless network communication system, when the 4G wireless network communication system is also disconnected, message transmission is performed between the uplink and downlink detection terminals and the crossing site terminal through the LORA wireless communication system, the 4G wireless network is used as a candidate communication means when the optical fiber communication network is disconnected, and the LORA wireless communication system is used as a candidate communication means when the 4G wireless network is disconnected, so that system paralysis caused by network faults is prevented, and the stability of the whole system is improved.
As an embodiment, the step of determining the address list mapping relationship includes:
acquiring train line information, wherein all crossing points which are about to pass through in sequence can be known from the train line information, a plurality of crossing points along the line are determined in sequence, the residence time of the corresponding train at the crossing points and the running time between adjacent crossing points are calculated based on historical running rule data, and the running state of the train in a preset time or distance can be predicted by utilizing big data;
defining a plurality of crossing along the line as a target crossing cluster, and improving the detection priority of an uplink detection end and a downlink detection end corresponding to the crossing in the target crossing cluster;
adjusting the corresponding uplink and downlink detection end in the detection priority to be in an awakening state, adjusting the uplink and downlink detection ends of the other crossings which are not along the line to be in a sleeping state, and specifically awakening the uplink and downlink detection in the target crossing cluster, wherein the uplink and downlink detection ends which are not required to be detected temporarily enter the sleeping state, so that the overall energy consumption can be effectively reduced in a long running line of the train, a dynamic target crossing cluster is formed, the target crossing cluster also dynamically changes along with the forward running of the train, and furthermore, when the target crossing cluster is defined, the crossing within the expected arrival time or the expected arrival distance range is defined as the target crossing cluster along the forward running direction of the train according to the running direction, running speed and position information of the train.
For example, along the forward direction of the train, according to the driving rule data, the crossing which can reach within a half hour or the crossing within 30 kilometers can be found, the crossings are defined as a target crossing cluster, and as the train moves forward, the crossing in the target crossing cluster and the corresponding uplink and downlink detection end can be updated along with the update, and the uplink and downlink detection ends are awakened along with the update.
In a second aspect, the present embodiment provides a system applying the method for managing and controlling a railroad crossing barrier according to the above embodiment, including:
the system comprises an upstream and downstream detection end, a central processing unit and a central processing unit, wherein the upstream and downstream detection end is arranged at the upstream side or the downstream side of a crossing and is used for collecting and/or sensing train passing information, judging whether a train drives to the crossing or not, and outputting a first detection signal if the train drives to the crossing;
the address list end is used for transmitting the first detection signal to a corresponding crossing site end on a train passing route according to the address list mapping relation;
the crossing site end is used for displaying the first interface, starting timing, if the first interface is confirmed in the timing time or running a built-in target detection program, detecting that a crossing person appears in a vehicle receiving area, entering a site operation mode, and receiving and executing a site operation instruction; if the first interface is not confirmed within the timing time or a built-in target detection program does not detect that a crossing person appears in a vehicle receiving area, sending a request instruction for entering a remote operation mode to a remote service end, and receiving and executing a remote operation instruction;
and the remote server is used for responding to the request instruction and sending a remote operation instruction to the crossing site end.
The address list end can be merged in the remote service end, the uplink and downlink detection end is in signal connection with the remote service end, and the remote service end is in signal connection with the crossing site end.
Compared with the prior art, the invention provides a railway crossing fence management control system, in a railway system with a plurality of crossings, a corresponding detection subsystem is arranged in the uplink and downlink directions of each crossing, the detection subsystem sends a first detection signal to an address mapping transmission module, the address mapping transmission module transmits the first detection signal to a corresponding execution subsystem according to an address mapping table preset in the address mapping transmission module, and each execution subsystem is only controlled by the signal of the detection subsystem corresponding to the execution subsystem, so that the disorder of the control signal is avoided, and the control accuracy is improved.
Finally, it should be emphasized that the present invention is not limited to the above-described embodiments, but only the preferred embodiments of the invention have been described above, and the present invention is not limited to the above-described embodiments, and any modifications, equivalent substitutions, improvements, etc. within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A management control method for a railway crossing fence is characterized by comprising the following steps:
acquiring and/or sensing train passing information by utilizing an uplink detection end and a downlink detection end, judging whether a train runs to a crossing or not, and if so, outputting a first detection signal;
according to the address list mapping relation, transmitting the first detection signal to a corresponding crossing site end on a train passing route;
popping up a first interface at a crossing site end, and starting timing;
if the first interface is confirmed within the timing time or the target detection program at the crossing site end is operated within the timing time, and the crossing person is detected to be present in the vehicle receiving area, judging that the on-duty crossing person exists, entering a field operation mode, and receiving and executing a field operation instruction;
if the first interface is not confirmed within the timing time and the target detection program running at the crossing site end does not detect that a crossing person is present in the car receiving area within the timing time, judging that no crossing person is present, entering a remote operation mode, reporting request information to a remote service end, and receiving and executing a remote operation instruction.
2. The method for managing and controlling a railroad crossing barrier of claim 1, wherein in the remote operation mode, after receiving the remote operation command, when executing the remote operation command, the method comprises:
acquiring a crossing field image, dividing a danger control area, identifying a target object in the danger control area, determining the type of the target object, and dynamically adjusting a gate closing strategy according to the type of the target object, wherein the gate closing strategy is preset with retention time;
if no target object exists in the danger control area, executing a gate closing action;
and if the time of the target object appearing in the danger control area is longer than the stay time and the time of the train arriving at the crossing is shorter than the preset time, sending out an acousto-optic warning to the crossing site and sending out a deceleration stop signal to the train.
3. The method as claimed in claim 2, wherein the step of collecting and/or sensing train passing information by the upstream and downstream detecting terminals to determine whether a train is heading for the crossing comprises:
collecting a target detection image, carrying out target detection and tracking on the target detection image based on a target detection algorithm of deep learning, calculating the running direction, running speed and position information of a train when the train target image continuously appears in the target detection image for a set number of times, and judging to obtain a first passing result;
utilizing a plurality of induction modules to form a differential induction array, wherein each induction module induces whether a medium passes through within the induction range of the induction module, and when each induction module sequentially induces induction information within the induction time, judging to obtain a second passing result;
and after the first passing result and the second passing result are received at the same time, comprehensively judging to obtain and output the first detection signal.
4. The method as claimed in claim 3, wherein the step of determining that the second pass result is obtained comprises:
in the differential sensing array, when sensing information is sensed by the first sensing module, timing is started;
if sensing information is sensed by the other sensing modules within the set sensing time, judging to obtain a second passing result representing that a train passes, stopping timing, and calculating the running direction, the running speed and the position information of the train according to the interval time and the interval distance between the sensing modules;
if no other induction modules induce induction information within the set induction time, judging that no train passes through.
5. The method of claim 4, wherein the step of constructing the differential sensing array comprises:
and arranging a plurality of induction modules positioned at the same uplink and downlink detection end at equal intervals according to a set interval distance, wherein the set interval distance is 5-10 m.
6. The method as claimed in claim 4, wherein when the first detection signal is transmitted to the crossing site end corresponding to the train passing route according to the address list mapping relationship, the method comprises:
the remote service end receives a first detection signal, determines a communication port of a crossing site end according to an address mapping table arranged in the remote service end, and transmits the first detection signal to the corresponding crossing site end;
the up-down detection end, the crossing site end and the remote service end transmit messages through an MQTT protocol based on a 4G wireless network communication system, an optical fiber communication system and an LORA wireless communication system.
7. The method as claimed in claim 6, wherein when the optical fiber communication system network is disconnected, the uplink and downlink detection terminals and the crossing site terminal perform message transmission through the 4G wireless network communication system, and when the 4G wireless network communication system is also disconnected, the uplink and downlink detection terminals and the crossing site terminal perform message transmission through the LORA wireless communication system.
8. The method as claimed in claim 7, wherein the step of determining the mapping relationship of the address list comprises:
acquiring train line information, determining a plurality of road junctions along the line, and calculating the residence time of a corresponding train at the road junctions and the running time between adjacent road junctions based on the running rule data;
defining a plurality of road junctions along a line as a target road junction cluster, and improving the detection priority of an uplink detection end and a downlink detection end corresponding to the road junctions in the target road junction cluster;
and adjusting the corresponding uplink and downlink detection ends in the detection priority to be in an awakening state, and adjusting the uplink and downlink detection ends of the other road junctions which are not along the line to be in a sleeping state.
9. The method as claimed in claim 8, wherein the step of defining the target crossing clusters comprises:
and according to the running direction, the running speed and the position information of the train, defining the crossing in the expected arrival time or the expected arrival distance range as a target crossing cluster along the advancing direction of the train.
10. A system for applying the railroad crossing barrier management control method of any one of claims 1 to 9, comprising:
the uplink and downlink detection end is used for collecting and/or sensing train passing information, judging whether a train drives to a crossing or not, and if so, outputting a first detection signal;
the address list end is used for transmitting the first detection signal to a corresponding crossing site end on a train passing route according to the address list mapping relation;
the crossing site end is used for displaying a first interface, starting timing, if the first interface is confirmed within the timing time or a built-in target detection program is operated, detecting that a crossing person appears in a vehicle receiving area, entering a site operation mode, and receiving and executing a site operation instruction; if the first interface is not confirmed within the timing time or a built-in target detection program of the first interface does not detect that a crossing member appears in a vehicle receiving area, sending a request instruction for entering a remote operation mode to a remote server, and receiving and executing the remote operation instruction;
and the remote server is used for responding to the request instruction and sending a remote operation instruction to the crossing site end.
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