WO2021218056A1 - 一种基于北斗位置自动感知的预警防护系统 - Google Patents

一种基于北斗位置自动感知的预警防护系统 Download PDF

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Publication number
WO2021218056A1
WO2021218056A1 PCT/CN2020/121818 CN2020121818W WO2021218056A1 WO 2021218056 A1 WO2021218056 A1 WO 2021218056A1 CN 2020121818 W CN2020121818 W CN 2020121818W WO 2021218056 A1 WO2021218056 A1 WO 2021218056A1
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Prior art keywords
early warning
protection
train
distance
handheld terminal
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PCT/CN2020/121818
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English (en)
French (fr)
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纳吉庆
程佳佳
汪涛
陈智新
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卡斯柯信号有限公司
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Priority to EP20933784.9A priority Critical patent/EP3957541A4/en
Priority to US17/596,087 priority patent/US20220242464A1/en
Publication of WO2021218056A1 publication Critical patent/WO2021218056A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/06—Control, warning or like safety means along the route or between vehicles or trains for warning men working on the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/04—Indicating or recording train identities
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the invention relates to an early warning protection system, in particular to an early warning protection system based on Beidou position automatic sensing.
  • my country's train positioning mainly adopts the following methods: track circuit positioning, satellite navigation positioning, axle counter positioning, induction loop on-board sensor, map matching positioning, speed measurement positioning, wireless positioning, query transponder positioning, and wireless communication-based trains.
  • track circuit positioning satellite navigation positioning, axle counter positioning, induction loop on-board sensor, map matching positioning, speed measurement positioning, wireless positioning, query transponder positioning, and wireless communication-based trains.
  • the safety performance of the track circuit and axle counter is relatively high, but the accuracy is relatively low; the accuracy of the query transponder is relatively high, but a large amount of auxiliary equipment is required, and the mobility is relatively poor;
  • Inductive loop positioning can avoid the interference of traction current and greatly improve the anti-interference ability of the positioning system, but it requires a lot of cables, and the later maintenance workload is relatively large; the speed measurement positioning, wireless positioning, map matching and satellite positioning are more mobile.
  • the prevention of collision accidents in my country is mainly based on the train control system, which is achieved by technical means such as track circuits and wireless blocking, which can meet the needs of train protection.
  • the protection of on-site railway operators has always been a drawback in the field of railway safety.
  • the collision protection of on-site operators is currently not available for early warning and protection through technical means.
  • Northwest Jiaotong University has proposed a train early warning system based on radar technology. It uses radar technology to collect image information at a fixed distance and compare it with the image stored in the database to analyze the road conditions ahead and increase the driver’s visual range to provide early warning. effect
  • my country's train positioning mainly uses the following methods: track circuit positioning, satellite navigation positioning, axle counter positioning, induction loop on-board sensors, map matching positioning, speed measurement positioning, wireless positioning, query transponder positioning, and wireless communication-based train positioning
  • track circuit positioning satellite navigation positioning, axle counter positioning, induction loop on-board sensors, map matching positioning, speed measurement positioning, wireless positioning, query transponder positioning, and wireless communication-based train positioning
  • the safety performance of the track circuit and axle counter is relatively high, but the accuracy is relatively low; the accuracy of the query transponder is relatively high, but a large number of auxiliary equipment is required, and the mobility is relatively poor;
  • Loop positioning can avoid the interference of traction current and greatly improve the anti-interference ability of the positioning system, but it requires a lot of cables, and the later maintenance workload is relatively large; the mobility of speed measurement, wireless positioning, map matching and satellite positioning is better, but
  • the prevention of collision accidents in my country is mainly based on the train control system, which is achieved by technical means such as track circuits and wireless blocking, which can meet the needs of train protection.
  • the protection of on-site railway operators has always been a drawback in the field of railway safety.
  • the collision protection of on-site operators is currently not available for early warning and protection through technical means.
  • the purpose of the present invention is to provide an early warning and protection system based on Beidou position automatic sensing in order to overcome the above-mentioned defects in the prior art.
  • the early warning protection system includes a locomotive vehicle-mounted terminal subsystem, a ground warning protection platform subsystem, and a handheld terminal subsystem.
  • the ground warning and protection platform subsystem is respectively connected to the tDCS/CTC system, the locomotive on-board terminal subsystem and the handheld terminal subsystem;
  • the ground warning and protection platform subsystem is based on the Beidou positioning, train speed, train direction information provided by the locomotive on-board terminal subsystem and the Beidou positioning information of the handheld terminal subsystem, combined with the station information and train number information sent by the DCS/CTC system, As well as line data and virtual transponder data, the vehicle-to-vehicle, vehicle-to-person early warning logic is judged and processed, and the processed early warning information is forwarded to the locomotive on-board terminal subsystem and the handheld terminal subsystem.
  • the ground early warning protection platform subsystem includes a central communication server and an early warning protection processing server connected to the central communication server, a TDCSi interface server, a 4G communication interface server, a maintenance platform, and a satellite positioning base station management server.
  • the TDCSi interface server is in communication connection with the TDCS/CTC system
  • the 4G communication interface server is respectively in communication connection with the locomotive vehicle terminal subsystem and the handheld terminal subsystem.
  • the ground early warning and protection platform subsystem further includes a Beidou short message commander and a satellite positioning base station connected to a satellite positioning base station management server.
  • the locomotive vehicle-mounted terminal subsystem includes a vehicle-mounted terminal main control board, a vehicle-mounted terminal 4G communication module, a vehicle-mounted terminal Beidou positioning module, a vehicle-mounted terminal power supply module, a network data module, and serial data connected to the vehicle-mounted terminal main control board.
  • Module and DMI display are examples of the locomotive vehicle-mounted terminal subsystem.
  • the locomotive vehicle-mounted terminal subsystem further includes a vehicle-mounted terminal 4G communication antenna connected with the vehicle-mounted terminal 4G communication module, and a vehicle-mounted terminal Beidou receiving antenna connected with the vehicle-mounted terminal Beidou positioning module.
  • the handheld terminal subsystem includes a handheld terminal main control board, a handheld terminal 4G communication module, a handheld terminal Beidou positioning module, a handheld terminal power supply module, an I/O module, and data storage connected to the handheld terminal main control board. Module.
  • the handheld terminal subsystem further includes a handheld terminal 4G communication antenna connected to the handheld terminal 4G communication module, and a handheld terminal Beidou receiving antenna connected to the handheld terminal Beidou positioning module.
  • the early warning and protection system can not only realize the early warning and protection of the train and the construction personnel, but also realize the approach warning between the train and the train.
  • the early warning protection system is aimed at different protected objects of construction personnel or trains, and the early warning protection system has different early warning modes.
  • the different early warning modes specifically include:
  • the early warning mode of construction personnel takes the construction personnel working on site as the main protection objects, the construction personnel is the center, and the emergency distance, early warning distance and approach distance are divided before and after the current location of the construction personnel;
  • the train early warning mode takes the moving train as the main protection object, and divides the emergency distance, early warning distance and approach distance before and after the current location of the train;
  • the construction personnel in the station input the construction start time, construction end time, construction start location and end location information in the handheld terminal subsystem, and the system automatically sets and virtual locks the relevant information Protect the area, and carry out early warning protection for the distance between the approaching train and the virtual locked protection area, and divide the emergency distance, early warning distance and approach distance according to the front and back of the virtual locked protection area where the construction personnel are located;
  • the construction personnel in the interval manually input the construction start time, construction end time, construction start location and end location information in the handheld terminal subsystem, and the system automatically sets and Virtually lock the relevant protection area, and provide early warning protection based on the distance between the approaching train and the virtual lock protection area.
  • the construction personnel are the main protection objects, and the emergency distance, early warning distance and approach are divided into the front and back of the virtual lock protection area where the construction personnel are located. distance;
  • Interval train early warning mode which logically judges the distance between the protected train and the front and rear trains, centering on the protected train, and dividing the emergency distance, early warning distance and approach distance around the current location of the train.
  • the present invention has the following advantages:
  • the present invention uses wireless communication technology to apply the high-precision positioning and short message communication technology provided by the domestic autonomous Beidou No. 3 system to the railway early warning system for the first time. Track the trains and the location information of construction workers according to the Beidou positioning information, send the train and construction workers' trajectory information to the comprehensive early warning protection platform in real time through wireless communication technology, and realize automatic early warning of collisions based on the location information and trajectories. Early warning and protection for railway construction workers and vehicles.
  • the present invention adopts 4G wireless communication technology based on APN private network to realize the information interaction between locomotives and construction personnel and the server of the ground warning and protection center, and adopts Beidou satellite positioning and short message technology to realize terminal positioning and 4G communication blind zone.
  • the present invention obtains station code position information of stations and sections from the tDCS/CTC system by combining with the tDCS/CTC system, so as to realize the position tracking of the train through the track circuit combined with the satellite positioning multiple positioning technology.
  • the present invention It can not only solve the early warning protection of vehicles, but also realize the early warning protection of locomotives and construction personnel.
  • Figure 1 is a schematic diagram of the structure of the present invention
  • Figure 2 is a schematic diagram of the structure of the locomotive on-board terminal subsystem of the present invention.
  • FIG. 3 is a schematic diagram of the structure of the handheld terminal subsystem of the present invention.
  • Figure 4 is a schematic diagram of the early warning mode of construction personnel
  • Figure 5 is a schematic diagram of the train early warning mode
  • Figure 6 is a schematic diagram of station warning
  • Figure 7 is a schematic diagram of early warning for section construction personnel
  • Figure 8 is a schematic diagram of the early warning of the interval train.
  • an early warning and protection system based on Beidou position automatic sensing which is in communication with the tDCS/CTC system 4, said early warning and protection system includes locomotive vehicle terminal subsystem 2, ground early warning protection platform subsystem 1 , Handheld terminal subsystem 3, the ground early warning protection platform subsystem 1 is respectively connected with the tDCS/CTC system 4, the locomotive vehicle terminal subsystem 2 and the handheld terminal subsystem communication 3, wherein the tDCS/CTC system 4 includes tDCS/CTC Interface machine 41 and LMT 42;
  • the ground warning and protection platform subsystem is based on the Beidou positioning, train speed, train direction information provided by the locomotive on-board terminal subsystem and the Beidou positioning information of the handheld terminal subsystem, combined with the station information and train number information sent by the DCS/CTC system, As well as line data and virtual transponder data, the vehicle-to-vehicle, vehicle-to-person early warning logic is judged and processed, and the processed early warning information is forwarded to the locomotive on-board terminal subsystem and the handheld terminal subsystem.
  • the ground early warning protection platform subsystem 1 includes a central communication server 11 and an early warning protection processing server 12 connected to the central communication server 11, a TDCSi interface server 13, a 4G communication interface server 14, a maintenance platform 15, and a satellite positioning base station management server. 16.
  • the TDCSi interface server 13 is in communication connection with the TDCS/CTC interface machine 41 of the TDCS/CTC system 4
  • the 4G communication interface server 14 is in communication connection with the locomotive vehicle terminal subsystem 2 and the handheld terminal subsystem 3, respectively.
  • the ground early warning protection platform subsystem 1 also includes a Beidou short message commander 17 and a satellite positioning base station 18 connected to a satellite positioning base station management server 16.
  • the locomotive vehicle-mounted terminal subsystem 2 includes a vehicle-mounted terminal main control board 21, a vehicle-mounted terminal 4G communication module 22 connected to the vehicle-mounted terminal main control board 21, a vehicle-mounted terminal Beidou positioning module 23, and a vehicle-mounted terminal power supply.
  • the locomotive vehicle-mounted terminal subsystem 2 also includes a vehicle-mounted terminal 4G communication antenna 28 connected to the vehicle-mounted terminal 4G communication module 22, and a vehicle-mounted terminal Beidou receiving antenna 29 connected with the vehicle-mounted terminal Beidou positioning module 23.
  • the handheld terminal subsystem 3 includes a handheld terminal main control board 31, a handheld terminal 4G communication module 32 connected to the handheld terminal main control board 31, a handheld terminal Beidou positioning module 33, and a handheld terminal power supply module. 34. I/O module 35 and data storage module 36.
  • the handheld terminal subsystem 3 also includes a handheld terminal 4G communication antenna 37 connected to the handheld terminal 4G communication module 32, and a handheld terminal Beidou receiving antenna 38 connected to the handheld terminal Beidou positioning module 33.
  • the early warning and protection system based on the automatic perception of Beidou position is based on the Beidou positioning information, speed, direction and other information of the train’s vehicle-mounted terminal and the construction personnel’s handheld terminal, combined with the station information and train number information sent by the TDCS/CTC system, and combined with line data and
  • the data of the virtual transponder is used to judge and process the warning logic between cars and cars and cars and people, and forward the processed warning information to the train's on-board terminal and the personnel's handheld terminal, and then the terminal equipment forecasts the warning information to the staff.
  • the early warning and protection system can not only realize the early warning and protection of trains and construction personnel, but also realize the approach warning between trains and trains. For different protected objects such as construction personnel or trains, the system has different early warning modes.
  • the early warning mode of construction personnel takes the construction personnel working on site as the main protection object, and the construction personnel is the center.
  • the early warning protection system does not have the train integrity check function, and requires the driver to manually input train length information on the on-board terminal.
  • the train early warning mode takes the moving train as the main protection object, and divides the emergency distance (distance ⁇ 500m), early warning distance (500m ⁇ distance ⁇ 1000m) and approach distance (1000m ⁇ distance ⁇ 1500m) before and after the current location of the train, as shown in the figure 5 shown.
  • the early warning protection system turns off the warning information reminder function for trains in the station, and only carries out train approach warning protection for the construction personnel in the station.
  • the construction personnel in the station manually input the construction start time, construction end time, construction start position and end position and other information in the handheld terminal.
  • the system automatically sets and virtually locks the relevant protection areas and targets the approaching trains. Early warning protection is carried out at the distance from the virtual lock protection area. Because the station is equipped with various protective measures such as track circuits, train number information, and signals, the train speed is slow.
  • the emergency distance (distance ⁇ 250m) and the warning distance (250m ⁇ distance) are divided by the front and rear of the virtual lock protection area where the construction personnel are located. ⁇ 500m) and close distance (500m ⁇ distance ⁇ 750m), as shown in Figure 6.
  • the early warning and protection system can not only realize the early warning and protection of trains and construction personnel in the interval, but also realize the approach warning between trains and trains in the interval.
  • the construction personnel in the section manually input the construction start time, construction end time, construction start position and end position and other information in the handheld terminal.
  • the system automatically sets and virtually locks the relevant protection areas and targets the approaching trains. Early warning protection is carried out at the distance from the virtual lock protection area.
  • the construction personnel are divided into emergency distance (distance ⁇ 250m), warning distance (250m ⁇ distance ⁇ 500m) and approach distance (500m ⁇ distance ⁇ 750m) before and after the virtual lock protection area where the construction personnel are located, as shown in Figure 7. Shown.
  • the early warning and protection system logically judges the distance between the protected train and the front and rear trains based on information such as the speed, direction and trajectory of the train.
  • the protected train is the center and the current train is located.
  • the position is divided into emergency distance (distance ⁇ 500m), early warning distance (500m ⁇ distance ⁇ 1000m) and proximity distance (1000m ⁇ distance ⁇ 1500m), as shown in Figure 8.
  • the technical innovation points of the system of the present invention include:
  • Adopt IP-based virtual private network as the communication method between vehicle-ground communication, terminal and ground center;
  • Adopt APN private network technology to ensure the security of data transmission.

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  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

一种基于北斗位置自动感知的预警防护系统，该系统与TDCS/CTC系统（4）通信连接，预警防护系统包括机车车载终端子系统（2）、地面预警防护平台子系统（1）、手持终端子系统（3），地面预警防护平台子系统（1）分别与TDCS/CTC系统（4）、机车车载终端子系统（2）和手持终端子系统（3）通信连接；地面预警防护平台子系统（1）根据机车车载终端子系统（2）提供的北斗定位、列车速度、列车方向信息和手持终端子系统（3）的北斗定位信息，结合DCS/CTC系统（4）发送的站场信息和车次信息，以及线路数据和虚拟应答器的数据进行车与车、车与人预警逻辑的判断处理，并将处理后的预警信息转发给机车车载终端子系统（2）和手持终端子系统（3），该系统具有实现对铁路施工作业人员和车辆等预警防护等优点。

Description

一种基于北斗位置自动感知的预警防护系统 技术领域
本发明涉及一种预警防护系统，尤其是涉及一种基于北斗位置自动感知的预警防护系统。
背景技术
目前我国列车定位主要采用以下几种方式：轨道电路定位、卫星导航定位、计轴器定位、感应回线车载传感器、地图匹配定位、测速定位、无线定位、查询应答器定位、基于无线通信的列车定位等，根据各种定位方式的分析，轨道电路、计轴器的安全性能相对较高，但是精度较差；查询应答器精度相对较高，但是需要大量的辅助设备，机动性比较差；交叉感应回线定位可以避免牵引电流的干扰，大大提高定位系统的抗干扰能力，但是需要大量的电缆，后期维护工作量较大；测速定位、无线定位、地图匹配及卫星定位的机动性比较好，但是也各有缺点，测速定位对速度积分造成误差的累积导致精度的下降，无线定位可靠性还需要进一步完善，卫星定位受环境影响比较大，地图匹配则对匹配的数字化地图的精度要求比较高。
我国预防碰撞事故主要基于列车控制系统，依靠轨道电路、无线闭塞等技术手段来实现，能够满足列车防护的需求。铁路现场作业人员的防护一直是铁路安全领域的弊端，对现场作业人员的碰撞防护目前还无法通过技术手段来进行预警防护。
随着我国高速铁路的开通运行，提高列车运行安全、解决信号系统故障的研究进入了新的发展阶段。
2012年5月1日原铁道部在京沪高铁进行了高速铁路列车追踪接近预警系统的现场试验；5月27日在汉宜线两列试验动车组上安装了试验设备进行长期功能测试，高速铁路列车追踪接近预警系统试验效果明显，具备了预警追踪的功能，但其系统采用的列车定位信息以及信息传输策略依然采用现有的铁路信号技术，即采用轨道电路实现列车定位。
西南交通大学提出了一种基于雷达技术的列车预警系统，它是利用雷达技术，通过定距采集图像信息，与存储在数据库中的图像对比，分析前方路况进而提高司机的视距，起到预警作用
我国列车定位主要采用以下几种方式：轨道电路定位、卫星导航定位、计轴器定位、感应回线车载传感器、地图匹配定位、测速定位、无线定位、查询应答器定位、基于无线通信的列车定位等，根据各种定位方式的分析，轨道电路、计轴器的安全性能相对较高，但是精度较差；查询应答器精度相对较高，但是需要大量的辅助设备，机动性比较差；交叉感应回线定位可以避免牵引电流的干扰，大大提高定位系统的抗干扰能力，但是需要大量的电缆，后期维护工作量较大；测速定位、无线定位、地图匹配及卫星定位的机动性比较好，但是也各有缺点，测速定位对速度积分造成误差的累积导致精度的下降，无线定位可靠性还需要进一步完善，卫星定位受环境影响比较大，地图匹配则对匹配的数字化地图的精度要求比较高。
我国预防碰撞事故主要基于列车控制系统，依靠轨道电路、无线闭塞等技术手段来实现，能够满足列车防护的需求。铁路现场作业人员的防护一直是铁路安全领域的弊端，对现场作业人员的碰撞防护目前还无法通过技术手段来进行预警防护。
发明内容
本发明的目的就是为了克服上述现有技术存在的缺陷而提供一种基于北斗位置自动感知的预警防护系统。
本发明的目的可以通过以下技术方案来实现：
一种基于北斗位置自动感知的预警防护系统，该系统与TDCS/CTC系统通信连接，所述的预警防护系统包括机车车载终端子系统、地面预警防护平台子系统、手持终端子系统，所述的地面预警防护平台子系统分别与TDCS/CTC系统、机车车载终端子系统和手持终端子系统通信连接；
所述的地面预警防护平台子系统根据机车车载终端子系统提供的北斗定位、列车速度、列车方向信息和手持终端子系统的北斗定位信息，结合DCS/CTC系统发送的站场信息和车次信息，以及线路数据和虚拟应答器的数据进行车与车、车与人预警逻辑的判断处理，并将处理后的预警信息转发给机车车载终端子系统和手持终端子系统。
优选地，所述的地面预警防护平台子系统包括中心通信服务器以及分别与中心通信服务器连接的预警防护处理服务器、TDCSi接口服务器、4G通信接口服务器、维护平台、卫星定位基站管理服务器，所述的TDCSi接口服务器与TDCS/CTC系统通 信连接，所述的4G通信接口服务器分别与机车车载终端子系统和手持终端子系统通信连接。
优选地，所述的地面预警防护平台子系统还包括与卫星定位基站管理服务器连接的北斗短报文指挥机及卫星定位基站。
优选地，所述的机车车载终端子系统包括车载终端主控板以及分别与车载终端主控板连接的车载终端4G通信模块、车载终端北斗定位模块、车载终端电源模块、网络数据模块、串口数据模块以及DMI显示器。
优选地，所述的机车车载终端子系统还包括与车载终端4G通信模块连接的车载终端4G通信天线、以及与车载终端北斗定位模块连接的车载终端北斗接收天线。
优选地，所述的手持终端子系统包括手持终端主控板以及分别与手持终端主控板连接的手持终端4G通信模块、手持终端北斗定位模块、手持终端电源模块、I/O模块以及数据存储模块。
优选地，所述的手持终端子系统还包括与手持终端4G通信模块的手持终端4G通信天线、以及与手持终端北斗定位模块连接的手持终端北斗接收天线。
优选地，所述的预警防护系统不仅可实现列车与施工人员的预警防护，还可实现列车与列车之间的接近预警。
优选地，所述的预警防护系统针对施工人员或列车的不同受防护对象，该预警防护系统具备不同的预警模式。
优选地，所述的不同的预警模式具体包括：
(1)施工人员预警模式以现场作业的施工人员为主要防护对象，以施工人员为中心，以施工人员当前所在位置前后划分应急距离、预警距离和接近距离；
(2)列车预警模式以行驶中的列车为主要防护对象，以列车当前所在位置前后划分应急距离、预警距离和接近距离；
(3)车站预警模式，车站内的施工人员根据施工作业安排，在手持终端子系统内输入施工开始时间、施工结束时间、施工起始位置和结束位置信息，系统自动设定并虚拟锁闭相关防护区域，并针对接近列车与虚拟锁闭防护区域的距离进行预警防护，以施工人员所在虚拟锁闭防护区域的前后划分应急距离、预警距离和接近距离；
(4)区间施工人员预警模式，区间内的施工人员根据施工作业安排，在手持终端子系统内人工输入施工开始时间、施工结束时间、施工起始位置和结束位置的信息， 系统自动设定并虚拟锁闭相关防护区域，并针对接近列车与虚拟锁闭防护区域的距离进行预警防护，将施工人员作为主要防护对象，以施工人员所在虚拟锁闭防护区域的前后划分应急距离、预警距离和接近距离；
(5)区间列车预警模式，逻辑判断受防护的列车与前后列车之间的距离，以受防护列车为中心，以列车当前所在位置前后划分应急距离、预警距离和接近距离。
与现有技术相比，本发明具有以下优点：
1)本发明利用无线通信技术，首次将国产自主北斗三号系统提供的高精准定位及短报文通信技术应用于铁路预警系统。根据北斗定位信息跟踪车列、施工作业人员的位置信息，通过无线通信技术实时向综合预警防护平台发送列车和施工作业人员的运行轨迹信息，依据位置信息及运行轨迹实现对碰撞的自动预警，实现对铁路施工作业人员和车辆等预警防护。
2)本发明采用基于APN专网4G无线通信技术以实现机车及施工人员与地面预警防护中心服务器的信息交互，同时采用基于北斗卫星定位和短报文技术来实现终端的定位及4G通信盲区的信息传输，本发明通过与TDCS/CTC系统结合，从TDCS/CTC系统获取车站和区间的站场码位信息，以实现通过轨道电路结合卫星定位多重定位技术来实现对列车的位置跟踪，本发明不仅可以解决车车的预警防护，而且可以实现机车与施工人员的预警防护。
附图说明
图1为本发明的结构示意图；
图2为本发明机车车载终端子系统的结构示意图；
图3为本发明手持终端子系统的结构示意图；
图4为施工人员预警模式示意图；
图5为列车预警模式示意图；
图6为车站预警示意图
图7为区间施工人员预警示意图；
图8为区间列车预警示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明的一部分实施例，而不是全部实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都应属于本发明保护的范围。
如图1所示，一种基于北斗位置自动感知的预警防护系统，该系统与TDCS/CTC系统4通信连接，所述的预警防护系统包括机车车载终端子系统2、地面预警防护平台子系统1、手持终端子系统3，所述的地面预警防护平台子系统1分别与TDCS/CTC系统4、机车车载终端子系统2和手持终端子系统通信3连接，其中TDCS/CTC系统4包括TDCS/CTC接口机41和LMT 42；
所述的地面预警防护平台子系统根据机车车载终端子系统提供的北斗定位、列车速度、列车方向信息和手持终端子系统的北斗定位信息，结合DCS/CTC系统发送的站场信息和车次信息，以及线路数据和虚拟应答器的数据进行车与车、车与人预警逻辑的判断处理，并将处理后的预警信息转发给机车车载终端子系统和手持终端子系统。
所述的地面预警防护平台子系统1包括中心通信服务器11以及分别与中心通信服务器11连接的预警防护处理服务器12、TDCSi接口服务器13、4G通信接口服务器14、维护平台15、卫星定位基站管理服务器16，所述的TDCSi接口服务器13与TDCS/CTC系统4的TDCS/CTC接口机41通信连接，所述的4G通信接口服务器14分别与机车车载终端子系统2和手持终端子系统3通信连接。所述的地面预警防护平台子系统1还包括与卫星定位基站管理服务器16连接的北斗短报文指挥机17及卫星定位基站18。
如图2所示，所述的机车车载终端子系统2包括车载终端主控板21以及分别与车载终端主控板21连接的车载终端4G通信模块22、车载终端北斗定位模块23、车载终端电源模块24、网络数据模块25、串口数据模块26以及DMI显示器27。所述的机车车载终端子系统2还包括与车载终端4G通信模块22连接的车载终端4G通信天线28、以及与车载终端北斗定位模块23连接的车载终端北斗接收天线29。
如图3所示，所述的手持终端子系统3包括手持终端主控板31以及分别与手持终端主控板31连接的手持终端4G通信模块32、手持终端北斗定位模块33、手持终端电源模块34、I/O模块35以及数据存储模块36。所述的手持终端子系统3还包括 与手持终端4G通信模块32的手持终端4G通信天线37、以及与手持终端北斗定位模块33连接的手持终端北斗接收天线38。
基于北斗位置自动感知的预警防护系统根据列车的车载终端、施工人员的手持终端的北斗定位信息、速度、方向等信息，结合TDCS/CTC系统发送的站场信息及车次信息，同时结合线路数据及虚拟应答器的数据进行车与车、车与人预警逻辑的判断处理，并将处理后的预警信息转发给列车的车载终端和人员的手持终端，再由终端设备向工作人员预报预警信息。
预警防护系统不仅可以实现列车与施工人员的预警防护，还可以实现列车与列车之间的接近预警。针对施工人员或列车等不同受防护对象，该系统具备不同的预警模式。
(1)施工人员预警模式
施工人员预警模式以现场作业的施工人员为主要防护对象，以施工人员为中心，以施工人员当前所在位置前后划分应急距离(距离≤250m)、预警距离(250m＜距离≤500m)和接近距离(500m＜距离≤750m)，如图4所示。
(2)列车预警模式
预警防护系统不具备列车完整性检查功能，需要司机在车载终端人工输入列车长度信息。
列车预警模式以行驶中的列车为主要防护对象，以列车当前所在位置前后划分应急距离(距离≤500m)、预警距离(500m＜距离≤1000m)和接近距离(1000m＜距离≤1500m)，如图5所示。
(3)车站预警
预警防护系统对车站内的列车关闭预警信息提醒功能，只对车站内的施工人员进行列车接近预警防护。
车站内的施工人员根据施工作业安排，在手持终端内人工输入施工开始时间、施工结束时间、施工起始位置和结束位置等信息，系统自动设定并虚拟锁闭相关防护区域，并针对接近列车与虚拟锁闭防护区域的距离进行预警防护。由于车站内配备轨道电路、车次信息以及信号机等多种防护措施，列车行驶速度较慢，以施工人员所在虚拟锁闭防护区域的前后划分应急距离(距离≤250m)、预警距离(250m＜距离≤500m)和接近距离(500m＜距离≤750m)，如图6所示。
(4)区间预警
预警防护系统不仅可以实现区间内列车与施工人员的预警防护，还可以实现区间内列车与列车之间的接近预警。
区间施工人员预警
区间内的施工人员根据施工作业安排，在手持终端内人工输入施工开始时间、施工结束时间、施工起始位置和结束位置等信息，系统自动设定并虚拟锁闭相关防护区域，并针对接近列车与虚拟锁闭防护区域的距离进行预警防护。
施工人员作为主要防护对象，以施工人员所在虚拟锁闭防护区域的前后划分应急距离(距离≤250m)、预警距离(250m＜距离≤500m)和接近距离(500m＜距离≤750m)，如图7所示。
区间列车预警
区间内行驶的列车具有较高速度，预警防护系统根据列车行驶速度、方向以及运行轨迹等信息，逻辑判断受防护的列车与前后列车之间的距离，以受防护列车为中心，以列车当前所在位置前后划分应急距离(距离≤500m)、预警距离(500m＜距离≤1000m)和接近距离(1000m＜距离≤1500m)，如图8所示。
本发明系统存在的技术创新点包括：
1、卫星定位：
采用北斗/GPS的双模定位；
通过卫星定位精确计算列车和施工作业人员的位置信息；
在无线通信故障的情况下使用北斗短报文进行通信保证通信的连续性；
2、4G虚拟专网技术在预警系统中的应用；
采用基于IP化虚拟专网作为车地通信、终端与地面中心间的通信方式；
采用双套异模4G通信模块设计；
采用APN专网技术保证数据传输安全性。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到各种等效的修改或替换，这些修改或替换都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以权利要求的保护范围为准。

Claims (10)

  1. 一种基于北斗位置自动感知的预警防护系统，该系统与TDCS/CTC系统通信连接，其特征在于，所述的预警防护系统包括机车车载终端子系统、地面预警防护平台子系统、手持终端子系统，所述的地面预警防护平台子系统分别与TDCS/CTC系统、机车车载终端子系统和手持终端子系统通信连接；
    所述的地面预警防护平台子系统根据机车车载终端子系统提供的北斗定位、列车速度、列车方向信息和手持终端子系统的北斗定位信息，结合DCS/CTC系统发送的站场信息和车次信息，以及线路数据和虚拟应答器的数据进行车与车、车与人预警逻辑的判断处理，并将处理后的预警信息转发给机车车载终端子系统和手持终端子系统。
  2. 根据权利要求1所述的一种基于北斗位置自动感知的预警防护系统，其特征在于，所述的地面预警防护平台子系统包括中心通信服务器以及分别与中心通信服务器连接的预警防护处理服务器、TDCSi接口服务器、4G通信接口服务器、维护平台、卫星定位基站管理服务器，所述的TDCSi接口服务器与TDCS/CTC系统通信连接，所述的4G通信接口服务器分别与机车车载终端子系统和手持终端子系统通信连接。
  3. 根据权利要求2所述的一种基于北斗位置自动感知的预警防护系统，其特征在于，所述的地面预警防护平台子系统还包括与卫星定位基站管理服务器连接的北斗短报文指挥机及卫星定位基站。
  4. 根据权利要求1所述的一种基于北斗位置自动感知的预警防护系统，其特征在于，所述的机车车载终端子系统包括车载终端主控板以及分别与车载终端主控板连接的车载终端4G通信模块、车载终端北斗定位模块、车载终端电源模块、网络数据模块、串口数据模块以及DMI显示器。
  5. 根据权利要求4所述的一种基于北斗位置自动感知的预警防护系统，其特征在于，所述的机车车载终端子系统还包括与车载终端4G通信模块连接的车载终端4G通信天线、以及与车载终端北斗定位模块连接的车载终端北斗接收天线。
  6. 根据权利要求1所述的一种基于北斗位置自动感知的预警防护系统，其特征在于，所述的手持终端子系统包括手持终端主控板以及分别与手持终端主控板连接的手持终端4G通信模块、手持终端北斗定位模块、手持终端电源模块、I/O模块以及数据存储模块。
  7. 根据权利要求6所述的一种基于北斗位置自动感知的预警防护系统，其特征在于，所述的手持终端子系统还包括与手持终端4G通信模块的手持终端4G通信天线、以及与手持终端北斗定位模块连接的手持终端北斗接收天线。
  8. 根据权利要求1所述的一种基于北斗位置自动感知的预警防护系统，其特征在于，所述的预警防护系统不仅可实现列车与施工人员的预警防护，还可实现列车与列车之间的接近预警。
  9. 根据权利要求1所述的一种基于北斗位置自动感知的预警防护系统，其特征在于，所述的预警防护系统针对施工人员或列车的不同受防护对象，该预警防护系统具备不同的预警模式。
  10. 根据权利要求9所述的一种基于北斗位置自动感知的预警防护系统，其特征在于，所述的不同的预警模式具体包括：
    (1)施工人员预警模式以现场作业的施工人员为主要防护对象，以施工人员为中心，以施工人员当前所在位置前后划分应急距离、预警距离和接近距离；
    (2)列车预警模式以行驶中的列车为主要防护对象，以列车当前所在位置前后划分应急距离、预警距离和接近距离；
    (3)车站预警模式，车站内的施工人员根据施工作业安排，在手持终端子系统内输入施工开始时间、施工结束时间、施工起始位置和结束位置信息，系统自动设定并虚拟锁闭相关防护区域，并针对接近列车与虚拟锁闭防护区域的距离进行预警防护，以施工人员所在虚拟锁闭防护区域的前后划分应急距离、预警距离和接近距离；
    (4)区间施工人员预警模式，区间内的施工人员根据施工作业安排，在手持终端子系统内人工输入施工开始时间、施工结束时间、施工起始位置和结束位置的信息，系统自动设定并虚拟锁闭相关防护区域，并针对接近列车与虚拟锁闭防护区域的距离进行预警防护，将施工人员作为主要防护对象，以施工人员所在虚拟锁闭防护区域的前后划分应急距离、预警距离和接近距离；
    (5)区间列车预警模式，逻辑判断受防护的列车与前后列车之间的距离，以受防护列车为中心，以列车当前所在位置前后划分应急距离、预警距离和接近距离。
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