CN118025264A - Safety protection joint control method and device for railway business line construction - Google Patents
Safety protection joint control method and device for railway business line construction Download PDFInfo
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Abstract
The invention provides a safety protection joint control method and a safety protection joint control device for railway business line construction, which relate to the technical field of communication information and comprise the following steps: acquiring first information, second information and third information, wherein the first information is train operation data and signal equipment state data acquired from a TDCS system interface, the second information is vehicle position data and state data of a rail car terminal subsystem, and the third information is position and activity data of constructors collected by a personnel terminal subsystem; carrying out risk area division processing according to the first information, the second information and the third information to obtain fourth information; carrying out security policy planning processing according to the fourth information to obtain fifth information; and carrying out real-time monitoring and adjustment processing according to the fifth information to obtain sixth information. The invention provides a 5-way combined control method and an early warning model for centers, stations, trains, rail cars and operators, and effectively solves the problem of safety protection in railway business line construction.
Description
Technical Field
The invention relates to the technical field of communication information, in particular to a safety protection combined control method and device for railway business line construction.
Background
Along with the rapid development of railway construction in China, the national railway network continuously accelerates, trains run increasingly densely, the site scale is gradually increased, and the construction safety of railway business lines becomes an increasingly prominent problem. The railway business line construction refers to various construction, maintenance and inspection operations which can influence the operation safety of the business line in a certain area range on two sides of the business line. The existing railway safety protection mode mainly depends on manual observation and simple communication means, and the methods have obvious limitations. For example, a standing or field guard may inadvertently report train information or affect the guard effect due to noise interference generated by a large work machine. In addition, the current protection mode is especially backward in the high-speed railway environment, and cannot effectively cope with the rapidly-changed working environment and the increased safety risk.
Based on the defects of the prior art, a need exists for a safety protection combined control method and a safety protection combined control device for railway business line construction.
Disclosure of Invention
The invention aims to provide a safety protection combined control method and device for railway business line construction, so as to solve the problems. In order to achieve the above purpose, the technical scheme adopted by the invention is as follows:
In a first aspect, the present application provides a method for combined control of safety protection in railway line construction, comprising:
Acquiring first information, second information and third information, wherein the first information is train operation data and signal equipment state data acquired from a TDCS system interface, the second information is vehicle position data and state data of a rail car terminal subsystem, and the third information is position and activity data of constructors collected by a personnel terminal subsystem;
performing risk area division processing according to the first information, the second information and the third information to obtain fourth information, wherein the fourth information comprises a specific risk area and a corresponding risk level;
Carrying out security policy planning processing according to the fourth information to obtain fifth information, wherein the fifth information comprises a construction policy and a security guard area;
and carrying out real-time monitoring and adjustment processing according to the fifth information to obtain sixth information, wherein the sixth information comprises a continuously updated safety management instruction.
In a second aspect, the present application also provides a safety protection combined control device for railway business line construction, including:
The system comprises an acquisition module, a storage module and a storage module, wherein the acquisition module is used for acquiring first information, second information and third information, the first information is train operation data and signal equipment state data acquired from a TDCS system interface, the second information is vehicle position data and state data of a railway vehicle terminal subsystem, and the third information is position and activity data of constructors collected by a human terminal subsystem;
The dividing module is used for carrying out risk area dividing processing according to the first information, the second information and the third information to obtain fourth information, wherein the fourth information comprises a specific risk area and a corresponding risk level;
The planning module is used for carrying out security policy planning processing according to the fourth information to obtain fifth information, wherein the fifth information comprises a construction policy and a security guard area;
And the adjustment module is used for carrying out real-time monitoring and adjustment processing according to the fifth information to obtain sixth information, wherein the sixth information comprises a continuously updated safety management instruction.
The beneficial effects of the invention are as follows:
The invention utilizes the multisource data fusion technology to synthesize the real-time data of the construction area, thereby improving the monitoring precision and efficiency of the real-time environment; the risk areas are divided and evaluated through an advanced algorithm, so that the accuracy of risk prediction is improved, and operators can respond to potential hazards in time; and by combining the real-time monitoring data and the risk assessment, a construction strategy is formulated and adjusted in real time, so that the safety and the high efficiency of the construction process are ensured. The safety protection problem of railway business line construction is effectively solved by providing a 5-way combined control method and an early warning model for centers, stations, trains, rail cars and operators.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be apparent from the description, or may be learned by practice of the embodiments of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims thereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a diagram of a safety protection combined control system for railway line construction according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a central subsystem according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a rail car terminal subsystem according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of a personal terminal subsystem according to an embodiment of the present invention;
Fig. 5 is a schematic flow chart of a safety protection combined control method for railway line construction according to an embodiment of the invention;
fig. 6 is a schematic structural diagram of a safety protection combined control device for railway line construction according to an embodiment of the present invention.
The marks in the figure: 1. an acquisition module; 2. dividing the module; 21. a first fusion unit; 22. a first analysis unit; 23. a first identification unit; 24. a first evaluation unit; 241. a first digging unit; 242. a second analysis unit; 243. a first clustering unit; 244. a first inference unit; 3. a planning module; 31. a first optimizing unit; 32. a third analysis unit; 33. a first simulation unit; 34. a first decision unit; 4. an adjustment module; 41. a second fusion unit; 411. a first polymerization unit; 412. a fifth analysis unit; 413. a sixth analysis unit; 414. a first processing unit; 42. a first detection unit; 43. a fourth analysis unit; 44. a first adjusting unit.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures. Meanwhile, in the description of the present invention, the terms "first", "second", and the like are used only to distinguish the description, and are not to be construed as indicating or implying relative importance.
Example 1:
The embodiment provides a safety protection combined control system for railway business line construction.
Referring to fig. 1, the invention provides a safety protection combined control system for railway business line construction, which can provide a technical support platform for safety protection and efficient operation of field personnel and vehicles. The system consists of a center subsystem, a rail car terminal subsystem, a personnel terminal subsystem, a station subsystem and a communication network connected with the subsystems, wherein the rail car comprises a shunting locomotive, a working operation vehicle, a contact net maintenance vehicle and other engineering vehicles, and the personnel terminal comprises a handheld terminal, an intelligent safety helmet, an intelligent wristwatch and other devices. The system acquires the real-time position and operation plan information of the train from the TDCS system, acquires the real-time position information of the rail car from the rail car terminal subsystem, acquires the real-time position of the operating personnel from the personnel terminal subsystem, quantitatively analyzes the spatial association and time association relation of the vehicle, the personnel and the rail, and realizes the safety protection joint control of the center, the station, the train, the rail car and the personnel. The vehicle positioning method combining the TDCS interface server and the vehicle-mounted intelligent terminal is adopted, so that the vehicle positioning method is the vehicle positioning method with the most comprehensive and reliable current coverage range. The TDCS interface server is used for a train, occupies a signal system of an information source bottom layer, and three-hour stage planning information is directly used for commanding driving; the vehicle-mounted intelligent terminal is used for a rail car. Compared with a vehicle radio station and a signal microcomputer monitoring system, the system has obvious advantages in vehicle positioning accuracy, reliability and comprehensiveness.
Preferably, the central subsystem is an information processing center of the system, and can be arranged in a road network center, or can be arranged in each line, or can be simultaneously arranged in a two-layer structure. The subsystem realizes the functions of safety protection, construction scheduling, emergency communication and the like based on a TDCS interface server, a GSM-R/LTE-R interface server, a 4G/5G interface server, a Beidou civil operation platform and a railway GIS platform. The system comprehensively adopts the communication technologies of Beidou short messages, GSM-R/LTE-R, 4G/5G and the like, and can establish stable and reliable communication links between the center and the handheld terminal.
Further, the TDCS interface server is configured to obtain the status of the line signal device and the three-hour phase plan of the train, so as to grasp the current location and operation plan information of all trains in the jurisdiction. The signal equipment states comprise information such as entering, exiting, interval, shunting and the like of signal machines, and the information such as idle and occupied track circuits, idle and occupied entering routes, locking and occupied track circuits, idle and occupied track circuits of approaching and exiting sections and the like. The three-hour phase plan of the train comprises information such as train number, train grade, train length, running direction, running path, running time, station stopping time and station stopping track and the like.
Further, the GSM-R/LTE-R interface server, the 4G/5G interface server and the Beidou civil operation platform are used for constructing a wireless communication link between the center and the personnel terminal and between the center and the railcar terminal. The center receives the voice and video of the personnel terminal and the railcar terminal, the user identity, the position, the walking direction, the speed and other service data information in real time, and issues the voice, alarm, construction scheduling instructions and other service information in real time. In the GSM-R/LTE-R coverage area, the system preferentially adopts the GSM-R/LTE-R coverage area as a transmission channel of voice and service data; in other areas, the system adopts public network 4G/5G as a transmission channel of voice and service data; the system adopts 4G/5G as a transmission channel of image and video data. When the GSM-R/LTE-R and the public network signals are not covered or fail, the system adopts the Beidou satellite navigation system as a transmission channel of service data.
Further, the railway GIS platform is used for managing, editing and maintaining the protection related space data and realizing bidirectional conversion of railway kilometer posts and geographic coordinates. The protection related elements comprise static elements such as railway lines, sections, stations, tracks, turnouts, annunciators, station yard wiring, blocking partitions, bridges, tunnels, crossings, protection fences and the like, and dynamic elements such as trains, rail cars, operators and the like.
Further, the safety protection module quantitatively analyzes errors and time delay influences of train positioning, rail car positioning and personnel positioning information, comprehensively researches and evaluates safety protection elements of work types such as work, electric work and power supply, and builds a road network-oriented safety protection early warning model. The system dynamically generates a protection area according to the positions, speeds and application scenes of the train, the rail car and the personnel, and sends alarm information to the conflict target.
Further, the construction scheduling module is used for monitoring the motion trail and the operation progress of the operators and the rail cars in real time, collecting and analyzing on-site voice, image and video information, and sending scheduling instructions to the operators and the rail cars.
Further, the emergency communication module is used for dispatching and commanding under the scenes of natural disasters, driving accidents or other sudden public events and the like. The system can provide stable and reliable communication guarantee for the center and the site, and realize bidirectional and reliable transmission of voice, image, video and service data.
Preferably, referring to fig. 2, the railcar terminal subsystem is a vehicle protection key device of the system, is fixedly arranged in a cab, is externally connected with a positioning and communication antenna, is internally provided with a control host, and is provided with a man-machine interaction terminal. The subsystem is provided with modules such as GSM-R/LTE-R, 4G/5G, beidou short messages, digital intercom, high-precision fusion positioning and the like, and functions such as vehicle operation protection, construction management, visual scheduling and the like are realized.
Further, the GSM-R/LTE-R, 4G/5G and Beidou short message module are used for realizing bidirectional communication of voice, image, video and service data of centers and drivers. The subsystem automatically analyzes the transmission quality of various channels and selects the channel with the best use speed and reliability.
Further, the digital intercom module is used for realizing the two-way communication of voice and business data between the rail car and ground operators. When the railway car is in the intercom blind area, the system is automatically switched to a GSM-R/LTE-R, 4G/5G or Beidou short message channel, and a bidirectional communication link is established with a nearby terminal.
Further, the positioning module adopts a fusion positioning mode and is used for acquiring the geographic coordinates of the railway car and combining a high-precision electronic map to realize the conversion of the geographic coordinates and kilometer posts. The system can receive Beidou satellite differential data and is used for realizing sub-meter-level high-precision positioning. The system takes Beidou satellite positioning as a main part and takes a vehicle-mounted speed sensor as an auxiliary part to realize continuous vehicle positioning. The positioning process is based on a map matching technology; in the satellite locatable area, the system compares satellite locating data with orbit position information in an electronic map, and determines the most probable running section of the vehicle and the most probable position of the section through an efficient and reliable matching algorithm; in the satellite shielding area, the system calculates the walking distance of the vehicle on the orbit according to the data of the speed sensor, and then determines the position of the vehicle according to the orbit position information in the electronic map.
Further, the vehicle operation protection module uploads the position information of the vehicle operation protection module to the center according to the set frequency, and carries out alarm prompt according to an instruction issued by the center. The module provides real-time monitoring of the current rail car and surrounding environment in a GIS map or station diagram mode. The monitoring objects include current locomotive position and speed, surrounding signal equipment status, surrounding train and rail car distribution, surrounding operator distribution, and the like. The system automatically gives an alarm prompt when there is a construction area, train, operator or other railcar in front and triggers braking in an emergency.
Further, the construction management module is used for decomposing and executing construction plan information issued by the center. The system reminds a driver of reaching the construction area in advance in a voice and text mode according to the time range of the construction plan and then goes down in time after the construction is finished.
Further, the visual dispatch module is used for realizing voice call, video call or monitoring between the center and the railcar. The driver can actively initiate a single point voice call with the center by pressing two hard keys on the back side of the interactive device.
Further, the railcar terminal subsystem remains online connected to the center during use. If the system loses connection with the center, the system can continuously remind a driver in a voice, light, vibration and other modes to strengthen the manual protection.
Preferably, referring to fig. 3, the personnel terminal subsystem is a key device of the system, and comprises application forms such as a handheld terminal, an intelligent safety helmet, an intelligent wristwatch and the like, and is used for equipping field operators. The subsystem is based on an intelligent operating system, is provided with modules such as GSM-R/LTE-R, 4G/5G, beidou short message, digital intercom, beidou/GPS/base station positioning and the like, and achieves the functions of personal safety protection, construction management, identity authentication and the like. Compared with the traditional vehicle-mounted radio station and signal microcomputer monitoring system, the system can provide more targeted alarm information service by collecting and utilizing the position information of the operator, and reduces the interference of invalid information.
Further, the GSM-R/LTE-R, 4G/5G and the Beidou short message module are used for realizing the bidirectional communication of voice, image, video and service data of centers and operators, wherein the Beidou short message module is only deployed in the handheld terminal. The personnel terminal subsystem automatically analyzes the transmission quality of various channels and selects the channel with the best use speed and reliability. The Beidou short message module can be used for selecting built-in or externally hung according to actual application scenes, and can also be matched.
Further, the digital intercom module is used for realizing the two-way communication of voice and service data between the field operator and the railway car. When the terminal is in the intercom blind area, the system automatically switches to the GSM-R/LTE-R, 4G/5G or Beidou short message channel, and establishes a bidirectional communication link with the nearby terminal.
Furthermore, the Beidou/GPS/base station positioning module adopts a built-in mode and is used for acquiring geographic coordinates of personnel. The personnel terminal subsystem performs fusion processing on the three types of data to acquire reliable position information; in a satellite coverage area, the system takes Beidou and GPS positioning data as the reference, and the Beidou positioning data is preferentially adopted; in the satellite shielding section, the system is based on the base station positioning data. Under special application scenes such as tunnels, stations and the like, the system needs to be cooperatively processed with other ground fixed facilities, such as UWB, bluetooth tags, wifi hot spots and the like, so as to acquire position information with higher precision. Taking UWB as an example, the system measures the time difference of radio signal propagation between a positioning tag on a personnel terminal and a plurality of positioning base stations, thereby obtaining the distance difference of the positioning tag relative to the positioning base stations, and further accurately calculating the personnel position. The position information of the special application scene is pre-stored in the terminal equipment, and when the personnel approach, the system automatically starts corresponding positioning measures.
Further, the personal safety protection module uploads the self-position information to the center according to the set frequency, and carries out alarm prompt according to the instruction issued by the center. The alarm modes comprise voice, light, vibration and the like, and change along with the alarm level. After the operator confirms the alarm information through the terminal, the system stops alarming. The system synchronizes time information with the center according to the set frequency, and saves operation and voice call information of operators in the last month.
Further, the construction management module is only deployed in the handheld terminal and is used for monitoring the operation flow by the site construction responsible person. The system dynamically displays the position and the operation progress of the managed operators, and uploads construction difficulties and key points to the center in a voice, picture or video mode. The system receives and displays construction plan and decision information issued by the center, and a site construction responsible person can carry out voice communication with selected operators through the system.
Further, the identity authentication module is used for confirming the identity of the personnel terminal user. Authentication means include fingerprints, dynamic passwords, etc.
Further, the personal terminal subsystem remains online connected to the center during use. If the system loses connection with the center, the system can continuously remind the user to strengthen the manual protection in the modes of voice, light, vibration and the like.
Preferably, referring to fig. 4, the station subsystem is used for construction safety protection and operation management of a single station and adjacent sections, and corresponding operation terminals are arranged in a station operation room.
Further, the station subsystem centrally manages elements related to safety protection of each station, including rail cars, operators, protective equipment, operation equipment, line fixing arrangement, train running conditions and the like. Each station can increase the protection elements according to the service characteristics of the station, and formulate the alarm triggering conditions for compiling differentiation, for example, the power supply operation protection needs to consider the switching information of the power SCADA.
Further, the station subsystem receives train approaching information issued by the center and position information of the rail cars and operators in the jurisdiction in real time and displays the information on the electronic map in real time. The train operator can manage the train drivers and operators around the train through the train operator management system, and can carry out voice communication and send alarm information.
The subsystem receives the construction adjustment plan and the train operation adjustment plan in real time, monitors the construction site in real time, grasps the first hand construction progress information, and can be used as a management platform of the construction site.
Preferably, the communication network of the present system can be divided into wireless and wired portions. The wireless network directly establishes a communication link between the center and the site based on existing channels such as GSM-R/LTE-R, 4G/5G, beidou and the like. The wired network is divided into a communication base network between stations and an upper network between stations and a road network center. The base layer network adopts a special transmission channel, and redundancy measures such as ring networking and the like can be adopted to improve the reliability of the network. The upper layer network is based on the existing basic channel of the railway, and the station and the road network center can be connected by adopting a star-shaped special channel. The invention forms a closed-loop cooperative network by the related elements of safety protection of centers, stations, trains, rail cars, operators and the like, and fundamentally solves the problem of unsmooth information interaction in railway construction protection. When one part of the system or the communication network fails, the other parts of the system can automatically sense and remind operators to strengthen manual protection.
The processing procedure of the safety protection system for railway business line construction is as follows: construction safety protection means that constructors are reminded to take measures with the rail car in an early warning mode, and collision of people and cars or cars is avoided. The process involves 5 sides of centers, stations, trains, rail cars and constructors. The center is an information processing hub; the station is responsible for implementing signal control operation in emergency; the train has the highest operation priority, and the safety protection joint control should reduce the influence on the train operation as much as possible; the rail car generally only runs in a station or a special line and is not in the control range of the TDCS system, so that the rail car needs to avoid collision with the train running; the constructor needs to avoid the train and the rail car in advance. The combined control strategy ensures that operators and the railcar have enough time for protection, reduces premature alarm and false alarm as much as possible, reduces the influence on normal construction operation, and also needs to consider the influence of positioning errors and communication transmission delay on alarm reliability. The invention builds a quantitative analysis early warning model to quantitatively and accurately evaluate the influence of each element on personal safety, and builds a reliable combined control algorithm flow mechanism for generating, transmitting, receiving and broadcasting alarm information.
The two moving bodies O 1 and O 2 moving on the same track or adjacent tracks are recorded, the kilometer post positions are s 1 and s 2 respectively, the speeds are v 1 and v 2 respectively, the maximum braking acceleration is a 1 and a 2 respectively, and an early warning model is defined as the following relational expression:
Wherein, O 1 and O 2 are respectively two moving bodies moving on the same track or adjacent tracks; s 1 and s 2 are kilometer post positions of two moving bodies respectively; v 1 and v 2 are the speeds of the two moving bodies, respectively; a 1 and a 2 are the maximum braking accelerations of the two moving bodies, respectively; the max () term is the maximum braking time; t thes is a time threshold, and is related to transmission delay, system time deviation, driver response time, personnel next preparation time, reserved buffer time and the like, and can be respectively taken as corresponding fixed values in different application scenes. When the two moving bodies meet the above formula, the system automatically triggers early warning and starts the combined control operation. It should be noted that, in different application scenarios, corresponding modification and adaptation are required based on the above model.
Specifically, based on the safety protection system for railway business line construction, the construction safety protection 5-party joint control algorithm flow is as follows:
Firstly, a center acquires train position, train operation plan and signal equipment state information from a TDCS system in real time, and analyzes position and speed information reported by operators and a railway car in real time. The center executes the joint control processing operation of the following 4 types of scenes according to a set period, wherein the set period which can be adopted by the invention is 10 seconds:
train-rail car conflict joint control processing scene: and comparing each train with each railcar one by one, if the distance between the trains is smaller than a distance threshold D column rail and the trains are positioned on the same track or adjacent tracks, and judging whether joint control is needed or not by applying the following early warning adaptation model according to the positions, the speeds and the railcar acceleration.
Wherein d Column of is the kilometer post position of the train; s Rail (L) is the kilometer post position of the rail car; v Column of is the speed of the train; v Rail (L) is the speed of the railcar; a Rail (L) is the maximum braking acceleration of the railcar; t column rail is a time threshold; d column rail is the distance threshold. In the scene, the train is not controlled by the system, and the rail car needs to actively avoid the train. In the invention, the time threshold T column rail can take 300 seconds, and the distance threshold D column rail can take 5km.
If the combined control is needed, entering a train and rail car conflict combined control processing flow:
the center automatically sends out alarm information to the rail car. If the track is the same track, prompting the vehicle moving to avoid; if the track is adjacent to the track, prompting a foreign matter intrusion risk;
After receiving the alarm prompt, the railcar driver executes the operation of moving or accommodating large appliances, gives a confirmation receipt, and ends the current joint control processing flow; if the operation can not be completed within the appointed time, the SOS alarm button of the man-machine interaction equipment is pressed;
The center receives the SOS alarm of the railway vehicle or does not receive the confirmation receipt, and automatically informs the adjacent stations to take emergency measures;
after the station receives the notification, the interlocking system is manually or automatically operated, and a front signaling machine of the train is closed;
after the rail car finishes the car moving or storing operation, a driver touches and presses an SOS alarm release button of the man-machine interaction equipment;
the center receives the SOS alarm release of the railway vehicle and automatically informs the adjacent station to cancel the emergency measure;
after the station receives the notification, the interlocking system is operated manually or automatically, and the front signaling machine of the train is restarted.
Railcar-railcar conflict combined control processing scene: any two rail cars are compared one by one, if the distance between the two rail cars is smaller than the distance threshold D Rail track and the two rail cars are positioned on the same rail or adjacent rails, and according to the positions and the speeds of the two rail cars, the following early warning adaptation model is applied to judge whether joint control is needed or not.
Wherein s Rail (L) 1 is the kilometer post position of the railway vehicle 1; s Rail (L) 2 is the kilometer post position of the rail car 2; v Rail (L) 1 is the speed of railcar 1; v Rail (L) 2 is the speed of railcar 2; a Rail (L) 1 is the maximum braking acceleration of the rail vehicle 1; a Rail (L) 2 is the maximum braking acceleration of railcar 2; t Rail track is a time threshold; d Rail track is the distance threshold. In this scenario, two railcars need to avoid each other. In the invention, the time threshold T Rail track can take 300 seconds, and the distance threshold D Rail track can take 3km.
If the combined control is needed, entering a track car-track car conflict combined control processing flow:
the center automatically sends alarm information to two rail cars at the same time. If the track is the same track, prompting to slow down; if the track is adjacent to the track, prompting a foreign matter intrusion risk;
After receiving the alarm prompt, the railway car driver executes the operation of slowing down or accommodating large-scale appliances and gives out a confirmation receipt; if the operation can not be completed within the appointed time, the SOS alarm button of the man-machine interaction equipment is pressed;
the center receives SOS alarm or does not receive all confirmation receipts of the two vehicles, and then automatically issues an automatic speed limiting instruction to the two vehicles; otherwise, ending the current joint control processing flow
And after the rail car receives the speed limiting instruction, the speed limiting instruction is automatically executed. The speed limit value of the invention is 5km/h;
after the two vehicles meet or the distance between the two vehicles is enlarged, a driver initiates an application, and the center automatically releases the speed limit of the two vehicles.
Train-operator conflict joint control processing scene: and comparing each train with each operator one by one, if the distance between the trains and each operator is smaller than the distance threshold D Listed person and is positioned near the same track, and judging whether the joint control is needed or not by applying the following early warning adaptation model according to the positions and the speeds of the trains and the operators.
Wherein s Column of is the kilometer post position of the train; s Human body is the kilometer post position of the operator; v Column of is the speed of the train; v Human body is the speed of the operator; t Listed person is a time threshold; d Listed person is the distance threshold. In the scene, the train is not controlled by the system, and personnel need to actively avoid the train. Since the personnel movement speed is generally low and the braking acceleration is large, the personnel braking time term on the right side of the inequality is negligible. In the invention, the time threshold T Listed person can take 480 seconds, and the distance threshold D Listed person can take 3km.
If the combined control is needed, entering a combined control processing flow of the conflict between the train and the operator:
the center automatically transmits alarm information to the personnel terminal to prompt the train to approach information and pay attention to the avoidance of the next track;
after receiving the alarm prompt, the operator executes the avoidance operation, gives a confirmation receipt, and ends the flow of the combined control processing; if the emergency situation can not be met or the rail surface appliance can not be cleaned, the SOS alarm button of the terminal equipment is pressed;
The center receives the SOS alarm of personnel or does not receive the acknowledgement receipt, and automatically informs the nearby stations to take emergency measures;
after the station receives the notification, the interlocking system is automatically or manually operated, and a front signaling machine of the train is closed;
The station communicates with the field personnel through digital intercom to confirm whether the down-road is finished;
After receiving the confirmation of the down road, the station manually operates the interlocking system to re-open the front signaling machine of the train.
Railcar-operator conflict combined control processing scene: and comparing each railcar with each operator one by one, if the distance between the railcar and each operator is smaller than a distance threshold D Rail man and the railcar and the operator is positioned near the same track, and judging whether the joint control is needed or not by applying the following early warning adaptation model according to the positions and the speeds of the railcar and the operator.
Wherein s Rail (L) is the kilometer post position of the railway vehicle; s Human body is the kilometer post position of the operator; v Rail (L) is the speed of the railcar; v Human body is the speed of the operator; a Rail (L) is the maximum braking acceleration of the railcar; t Rail man is a time threshold; d Rail man is the distance threshold. In this scenario, the rail car and the person need to avoid each other. Since the personnel movement speed is generally low and the braking acceleration is large, the personnel braking time term on the right side of the inequality is negligible. In the invention, the time threshold T Rail man can take 480 seconds, and the distance threshold D Rail man can take 2km.
If the combined control is needed, entering a combined control treatment process of the railcar and the operators:
the center automatically sends alarm information to the rail car and operators at the same time, reminds a driver of a construction area in front of the driver, and reminds the operators that the rail car approaches;
after receiving the alarm prompt, the railcar driver executes the deceleration operation, gives a confirmation receipt, and ends the current joint control processing flow;
the center does not receive the confirmation receipt of the rail car, and automatically issues a speed limiting instruction to the rail car;
And after the rail car receives the speed limiting instruction, the speed limiting instruction is automatically executed. The speed limit value of the invention is 5km/h;
after the railway vehicle passes through the construction area, a driver initiates an application, and the center automatically releases the speed limit of the railway vehicle.
Example 2:
The embodiment provides a safety protection combined control method for railway business line construction.
Referring to fig. 5, the method is shown to include step S100, step S200, step S300, and step S400.
Step S100, acquiring first information, second information and third information, wherein the first information is train operation data and signal equipment state data acquired from a TDCS system interface, the second information is vehicle position data and state data of a rail car terminal subsystem, and the third information is position and activity data of constructors collected by a personnel terminal subsystem.
It will be appreciated that the present invention focuses first on collecting three types of critical data to ensure comprehensiveness of railway construction safety management. The first information covers the real-time position of the train, the running plan of the train, the state of signal equipment and the like, is obtained from the TDCS system through the interface server, and is important for evaluating the dynamic relationship between the train and the construction area. The second information aggregates the real-time position and operating status of the railcars, which is critical to assessing the dynamic relationship between the railcars and the construction area. And the third information focuses on the specific position and activity of constructors, so that the safety and the working efficiency of the constructors are ensured. The core technical effect of the step is that a data base is established, real-time and accurate information support is provided for subsequent risk assessment, safety strategy formulation and real-time monitoring, and reliability and efficiency of railway construction safety are ensured.
And step 200, performing risk area division processing according to the first information, the second information and the third information to obtain fourth information, wherein the fourth information comprises specific risk areas and corresponding risk levels.
It will be appreciated that this process involves the comprehensive analysis of train and railcar locations and the distribution of operating conditions and personnel across the construction area to identify and define potential risk areas. Such analysis takes into account not only static factors such as equipment location, but also dynamic factors such as movement of vehicles and personnel. The fourth information obtained is a detailed description of the specific risk areas and their corresponding risk levels, which is the basis for subsequent security policy formulation and risk management. According to the method, the risk areas are accurately divided, and safety measures can be formulated more pertinently, so that the efficiency and effectiveness of railway construction safety management are remarkably improved.
And step S300, carrying out security policy planning processing according to the fourth information to obtain fifth information, wherein the fifth information comprises a construction policy and a security guard area.
It will be appreciated that this process involves analyzing specific features and potential threats of each risk area to formulate targeted security measures. The security policy includes determining security guard areas, setting operation time, personnel configuration, etc., in order to minimize risks and secure the safety of the construction process. The fifth information obtained is comprehensive guidance information including a careful construction strategy and a well-defined security alert zone. The method has the technical effects that through accurate strategy planning, effective management of construction area risks is achieved, safety of constructors and equipment is guaranteed, and meanwhile safety and efficiency of a construction flow are optimized.
And step 400, performing real-time monitoring and adjustment processing according to the fifth information to obtain sixth information, wherein the sixth information comprises a continuously updated safety management instruction.
It will be appreciated that this process covers continuous monitoring of the construction area in order to find any behaviour or condition deviating from the predetermined safety strategy in time and to adjust the safety measures quickly according to the actual situation. The sixth information generated is a series of continuously updated safety management instructions that ensure that the construction process is consistent with the predetermined safety strategy while having sufficient flexibility to handle the incident. The step provides a dynamic responsive safety management system which ensures the real-time effectiveness and adaptability of construction safety measures.
The step S200 includes a step S210, a step S220, a step S230, and a step S240.
And step S210, carrying out data fusion processing according to the first information, the second information and the third information to obtain seventh information, wherein the seventh information is an integrated construction area data set.
It will be appreciated that the goal of the data fusion process is to integrate data from different sources, create a comprehensive construction area dataset, and provide a more comprehensive and accurate view of the construction site, so that subsequent risk assessment and security policy planning can be performed based on more comprehensive information, thereby improving the accuracy and effectiveness of security management.
And S220, performing space-time analysis processing according to the seventh information, and obtaining eighth information by identifying dynamic activities and static environments in the construction area, wherein the eighth information comprises a safety condition diagram at each moment in the construction area.
It will be appreciated that the analysis process of this step aims to identify dynamic activities (such as personnel and vehicle movements) and static environments (such as facility layout) within the construction area, thereby providing a real-time and detailed view of the safety conditions so that risk areas can be more accurately identified and assessed, thereby providing critical support for the formulation of effective safety measures.
And step S230, performing risk identification processing according to the eighth information, and obtaining ninth information by analyzing the risk pattern and the abnormal behavior in the construction area, wherein the ninth information comprises a preliminary risk area division result.
It will be appreciated that risk patterns and abnormal behavior include unplanned personnel activities or equipment movements. Based on these analyses, the resulting ninth information includes preliminary risk zone classification results, identifying areas that require special attention and additional safety measures to be taken.
And step 240, performing risk assessment processing according to the ninth information, and obtaining fourth information by combining the historical accident data, the environmental factors and the human activity data.
It can be appreciated that the risk assessment not only considers the specific situation of the current construction site, but also performs in-depth analysis in combination with historical accident data, environmental factors and data of human activities. Such comprehensive assessment can more accurately delineate the risk level of each region, providing solid data support for developing effective security measures.
The step S240 includes a step S241, a step S242, a step S243, and a step S244.
And S241, carrying out association rule mining processing according to the ninth information, and obtaining fourteenth information by analyzing the mode in the historical accident data, wherein the fourteenth information comprises historical risk association rules.
It will be appreciated that association rule mining may reveal patterns and trends in historical incidents, as well as possible associations of those patterns with current construction area risk conditions. By the method, risk patterns which possibly appear repeatedly in the future can be learned and prevented from the historical data, so that the early warning capacity and the early warning efficiency of the whole safety management system are improved.
Step S242, performing principal component analysis according to the fourteenth information, and extracting key influencing factors in the environmental factor data to obtain fifteenth information, where the fifteenth information is a simplified environmental risk feature.
It can be appreciated that the principal component analysis process can ensure that the focus is on the most critical risk factors, thereby improving the pertinence and effectiveness of the overall security management process.
Step S243, clustering is carried out according to the fifteenth information, and sixteenth information is obtained by grouping constructor activity data and identifying behavior patterns of different risk levels, wherein the sixteenth information comprises an artificial risk assessment result.
It will be appreciated that this step provides important support for developing more effective security measures by accurately identifying and classifying risk factors in the constructor's behavior, thereby optimizing the constructor's arrangement and guiding of behavior in the construction area.
And step 244, carrying out reasoning processing on the sixteenth information based on a preset fuzzy logic reasoning mathematical model to obtain fourth information.
It will be appreciated that this step utilizes fuzzy logic theory analysis and synthesis of artificial risk assessment results to handle uncertainty and ambiguity to refine a more accurate risk assessment. This approach enables risk assessment to reflect the complexity and variability of reality situations in a more detailed fashion.
The step S300 includes a step S310, a step S320, a step S330, and a step S340.
And step S310, carrying out optimal configuration processing according to the fourth information, and carrying out linear programming based on the characteristics of each risk area and the configuration of construction resources to obtain tenth information, wherein the tenth information comprises a preliminary construction strategy draft.
It will be appreciated that policy planning takes into account the characteristics of the risk areas and the efficient use of construction resources, with the aim of developing an optimized construction plan to reduce risk and improve construction efficiency. By means of accurate resource allocation and optimized construction plan, the optimal utilization of resources and efficient management of construction process are achieved on the premise of ensuring safety of construction activities.
Step 320, performing regional division processing according to tenth information, and performing geospatial analysis by combining the specific position and environmental characteristics of each risk region to obtain eleventh information, where the eleventh information includes a safety guard region layout.
It will be appreciated that this process involves the use of geospatial analysis techniques in combination with specific location and environmental characteristics of each risk zone to optimise the layout of the security alert zone. The application of geospatial analysis allows for more accurate localization of risk areas and consideration of environmental factors such as terrain and existing infrastructure, thereby creating a detailed security alert area layout.
And step S330, carrying out dynamic simulation processing according to eleventh information, and obtaining twelfth information by simulating possible changes in the construction process and predicting emergency, wherein the twelfth information comprises an optimized construction strategy.
It will be appreciated that the simulation process allows the construction strategy to be tested and adjusted in the virtual environment to account for different scenarios and potential risks. Through the simulation, potential problems can be foreseen and avoided before actual construction, and the effectiveness and adaptability of a construction strategy are ensured, so that the safety and efficiency of the whole construction process are improved.
And step 340, making a decision according to the eleventh information and a preset expert system, and combining the safety, efficiency and cost factors to obtain fifth information.
It will be appreciated that this step optimizes and determines the final construction strategy by integrating a number of factors, such as safety, efficiency and cost, through the advanced analytical capabilities of the expert system. The application of the expert system ensures that the decision process is more accurate and efficient, ensures the formulated strategy to ensure the highest safety standard and also gives consideration to economic benefit and construction efficiency.
The step S400 includes a step S410, a step S420, a step S430, and a step S440.
Step S410, fusing the real-time data of the construction site based on the fifth information and a preset multi-source data fusion mathematical model to obtain twelfth information, wherein the twelfth information comprises a dynamic display interface for displaying the real-time state and activity of the construction site.
It can be appreciated that the dynamic display interface provides an intuitive, real-time updated view of the job site for the manager, enabling more efficient and accurate monitoring and response to site conditions.
And step S420, performing abnormality detection processing according to the twelfth information, and obtaining thirteenth information by identifying an abnormality mode and a potential risk in the real-time data, wherein the thirteenth information comprises a real-time abnormality report.
It will be appreciated that this process involves analyzing real-time monitoring data at the job site, such as personnel location, vehicle movement, equipment status, etc., to discover any deviations from normal patterns in time. By this processing, thirteenth information obtained includes real-time abnormality reports in which abnormality conditions and possible risk points of the construction site are recorded in detail.
Step S430, performing time series analysis according to thirteenth information, and obtaining thirteenth information by predicting risk conditions and corresponding maintenance requirements in a preset time period, wherein the thirteenth information comprises preventive maintenance suggestions.
It will be appreciated that time series analysis predicts problems and maintenance needs that may occur in the future based on data in the exception report, such as the frequency and pattern of risk occurrences. The thirteenth information obtained finally includes preventive maintenance advice for the predicted outcome, which advice is intended to guide the construction team to take action in advance to prevent possible risks, ensuring continuity and safety of the construction process.
Step S440, feedback adjustment processing is performed according to the thirteenth information, and sixth information is obtained by adjusting construction operation and safety measures.
It will be appreciated that the feedback adjustment process makes the construction plan more flexible and adaptable, and can respond in time to site changes and potential risks.
The step S410 includes a step S411, a step S412, a step S413, and a step S414.
Step S411, performing stream data aggregation processing according to the fifth information, and aggregating the vehicle, personnel and environment data to obtain seventeenth information, wherein the seventeenth information is a real-time aggregation data set.
It will be appreciated that the aggregate data set provides a comprehensive view showing real-time conditions of the job site, including vehicle movement, personnel activities, environmental conditions, and the like. By integrating various real-time data sources, the monitoring efficiency and accuracy of the real-time condition of the construction site are improved, and reliable data support is provided for subsequent risk assessment and safety management.
Step S412, performing spatial data analysis according to the seventeenth information to obtain eighteenth information, wherein the eighteenth information comprises a spatial analysis result.
It can be appreciated that the spatial analysis results comprise detailed analysis results about spatial structure and dynamic changes of the construction site, and deep understanding of spatial dimensions is provided for safety monitoring and risk management of the construction area, so that the safety strategy and response measures can be more accurately aimed at actual spatial layout and dynamic conditions.
Step S413, performing time series analysis according to the eighteenth information, and obtaining nineteenth information by identifying the development trend and the mode of the construction site data, wherein the nineteenth information comprises a trend analysis report.
It will be appreciated that the purpose of this step is to identify trends and patterns in the job site data over time, and thereby predict what will be the case and risk in the future. Trend analysis reports reveal time dynamics of various activities and environmental changes in the construction site, providing a basis for developing preventive measures and further optimizing construction strategies.
And step S414, processing the information according to the nineteenth step based on a preset dynamic mapping mathematical model, and constructing a dynamic interactive interface for displaying the real-time state and activity of the construction site to obtain twelfth information.
It will be appreciated that the dynamic interactive interface presents the dynamic conditions of the job site, including real-time information of personnel movements, vehicle locations, environmental changes, etc., in an intuitive, user-friendly manner. By this visual means, project administrators are enabled to more effectively understand and respond to real-time changes in the field.
Example 3:
As shown in fig. 6, this embodiment provides a safety protection combined control device for railway line construction, the device includes:
The acquisition module 1 is configured to acquire first information, second information and third information, where the first information is train operation data and signal equipment status data acquired from a TDCS system interface, the second information is vehicle position data and status data of a railcar terminal subsystem, and the third information is position and activity data of a constructor collected by a personnel terminal subsystem.
The dividing module 2 is configured to perform risk area division processing according to the first information, the second information, and the third information, so as to obtain fourth information, where the fourth information includes a specific risk area and a corresponding risk level.
And the planning module 3 is used for carrying out security policy planning processing according to the fourth information to obtain fifth information, wherein the fifth information comprises a construction policy and a security guard area.
And the adjusting module 4 is used for carrying out real-time monitoring and adjusting processing according to the fifth information to obtain sixth information, wherein the sixth information comprises a continuously updated safety management instruction.
In one embodiment of the present disclosure, the dividing module 2 includes:
The first fusing unit 21 is configured to perform data fusion processing according to the first information, the second information, and the third information to obtain seventh information, where the seventh information is an integrated construction area data set.
The first analysis unit 22 is configured to perform space-time analysis processing according to the seventh information, and obtain eighth information by identifying dynamic activities and static environments in the construction area, where the eighth information includes a safety condition map at each time in the construction area.
The first identifying unit 23 is configured to perform risk identification processing according to the eighth information, and obtain ninth information by analyzing the risk pattern and the abnormal behavior in the construction area, where the ninth information includes a preliminary risk area division result.
The first evaluation unit 24 is configured to perform risk evaluation processing according to the ninth information, and obtain fourth information by combining the historical accident data, the environmental factors, and the human activity data.
In one embodiment of the present disclosure, the first evaluation unit 24 includes:
The first mining unit 241 is configured to perform association rule mining processing according to the ninth information, obtain fourteenth information by analyzing a pattern in the historical accident data, where the fourteenth information includes a historical risk association rule.
And a second analysis unit 242, configured to perform principal component analysis processing according to the fourteenth information, and obtain fifteenth information by extracting key influencing factors in the environmental factor data, where the fifteenth information is a simplified environmental risk feature.
The first clustering unit 243 is configured to perform clustering processing according to the fifteenth information, and obtain sixteenth information by grouping constructor activity data and identifying behavior patterns of different risk levels, where the sixteenth information includes an artificial risk assessment result.
The first inference unit 244 performs an inference process on the sixteenth information based on a preset fuzzy logic inference mathematical model to obtain fourth information.
In one embodiment of the present disclosure, the planning module 3 includes:
The first optimizing unit 31 is configured to perform an optimizing configuration process according to the fourth information, and perform a linear programming based on the characteristics of each risk area and the configuration of construction resources to obtain tenth information, where the tenth information includes a preliminary construction strategy draft.
And a third analysis unit 32, configured to perform a region division process according to the tenth information, and obtain eleventh information by performing geospatial analysis in combination with specific positions and environmental features of each risk region, where the eleventh information includes a security alert region layout.
The first simulation unit 33 is configured to perform dynamic simulation processing according to the eleventh information, and obtain twelfth information by simulating a possible change in the construction process and predicting an emergency, where the twelfth information includes an optimized construction strategy.
The first decision unit 34 is configured to make a decision according to the eleventh information and a preset expert system, and combine the safety, efficiency and cost factors to obtain the fifth information.
In one embodiment of the present disclosure, the adjustment module 4 includes:
The second fusion unit 41 performs fusion processing on real-time data of the construction site based on the fifth information and a preset multi-source data fusion mathematical model to obtain twelfth information, where the twelfth information includes a dynamic display interface for displaying real-time status and activity of the construction site.
The first detecting unit 42 is configured to perform an abnormality detection process according to the twelfth information, and obtain thirteenth information by identifying an abnormality pattern and a potential risk in the real-time data, where the thirteenth information includes a real-time abnormality report.
A fourth analysis unit 43 for performing time series analysis according to thirteenth information, obtaining thirteenth information by predicting risk conditions and corresponding maintenance requirements within a preset time period, the thirteenth information including preventive maintenance advice.
The first adjusting unit 44 is configured to perform feedback adjustment processing according to the thirteenth information, and obtain sixth information by adjusting the construction operation and the safety measures.
In one embodiment of the present disclosure, the second fusing unit 41 includes:
The first aggregation unit 411 is configured to perform stream data aggregation processing according to the fifth information, and aggregate vehicle, personnel and environment data to obtain seventeenth information, where the seventeenth information is a real-time aggregate data set.
A fifth analysis unit 412, configured to perform spatial data analysis according to the seventeenth information to obtain eighteenth information, where the eighteenth information includes a spatial analysis result.
A sixth analysis unit 413 for performing time-series analysis based on the eighteenth information, and obtaining nineteenth information by identifying a development trend and a pattern of the construction site data, the nineteenth information including a trend analysis report.
The first processing unit 414 processes the nineteenth information based on a preset dynamic mapping mathematical model, and constructs a dynamic interactive interface for displaying the real-time state and activity of the construction site, so as to obtain twelfth information.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (10)
1. The safety protection combined control method for railway business line construction is characterized by comprising the following steps of:
Acquiring first information, second information and third information, wherein the first information is train operation data and signal equipment state data acquired from a TDCS system interface, the second information is vehicle position data and state data of a rail car terminal subsystem, and the third information is position and activity data of constructors collected by a personnel terminal subsystem;
performing risk area division processing according to the first information, the second information and the third information to obtain fourth information, wherein the fourth information comprises a specific risk area and a corresponding risk level;
Carrying out security policy planning processing according to the fourth information to obtain fifth information, wherein the fifth information comprises a construction policy and a security guard area;
and carrying out real-time monitoring and adjustment processing according to the fifth information to obtain sixth information, wherein the sixth information comprises a continuously updated safety management instruction.
2. The method for combined control of safety protection for railway line construction according to claim 1, wherein the risk area division processing is performed according to the first information, the second information and the third information to obtain fourth information, and the method comprises the steps of:
carrying out data fusion processing according to the first information, the second information and the third information to obtain seventh information, wherein the seventh information is an integrated construction area data set;
Performing space-time analysis processing according to the seventh information, and obtaining eighth information by identifying dynamic activities and static environments in the construction area, wherein the eighth information comprises a safety condition diagram at each moment in the construction area;
performing risk identification processing according to the eighth information, and obtaining ninth information by analyzing a risk mode and abnormal behaviors in a construction area, wherein the ninth information comprises a preliminary risk area division result;
And carrying out risk assessment processing according to the ninth information, and obtaining fourth information by combining the historical accident data, the environmental factors and the artificial activity data.
3. The method for combined control of safety protection for railway line construction according to claim 2, wherein the risk assessment processing is performed according to the ninth information, and the fourth information is obtained by combining historical accident data, environmental factors and human activity data, comprising:
performing association rule mining processing according to the ninth information, and obtaining fourteenth information by analyzing modes in the historical accident data, wherein the fourteenth information comprises historical risk association rules;
performing principal component analysis processing according to the fourteenth information, and obtaining fifteenth information by extracting key influence factors in the environmental factor data, wherein the fifteenth information is a simplified environmental risk characteristic;
Clustering is carried out according to the fifteenth information, sixteenth information is obtained by grouping constructor activity data and identifying behavior patterns of different risk levels, and the sixteenth information comprises a human risk assessment result;
And carrying out reasoning processing on the sixteenth information based on a preset fuzzy logic reasoning mathematical model to obtain fourth information.
4. The method for combined control of safety protection for railway line construction according to claim 1, wherein the step of performing the safety strategy planning process according to the fourth information to obtain fifth information comprises the steps of:
Performing optimal configuration processing according to the fourth information, and performing linear programming based on the characteristics of each risk area and construction resource configuration to obtain tenth information, wherein the tenth information comprises a preliminary construction strategy draft;
performing regional division processing according to the tenth information, and performing geospatial analysis by combining the specific position and environmental characteristics of each risk region to obtain eleventh information, wherein the eleventh information comprises a safety warning region layout;
Carrying out dynamic simulation processing according to the eleventh information, and obtaining twelfth information through simulating possible changes in the construction process and predicting emergency conditions, wherein the twelfth information comprises an optimized construction strategy;
and making a decision according to the eleventh information and a preset expert system, and combining safety, efficiency and cost factors to obtain fifth information.
5. The method for combined control of safety protection for railway line construction according to claim 1, wherein the step of performing real-time monitoring and adjustment processing according to the fifth information to obtain sixth information comprises the steps of:
Carrying out fusion processing on real-time data of a construction site based on the fifth information and a preset multisource data fusion mathematical model to obtain twelfth information, wherein the twelfth information comprises a dynamic display interface for displaying real-time state and activity of the construction site;
Performing abnormality detection processing according to the twelfth information, and obtaining thirteenth information by identifying an abnormality mode and potential risks in the real-time data, wherein the thirteenth information comprises a real-time abnormality report;
performing time sequence analysis according to the thirteenth information, and obtaining thirteenth information by predicting risk conditions and corresponding maintenance requirements in a preset time period, wherein the thirteenth information comprises preventive maintenance suggestions;
And carrying out feedback adjustment processing according to the thirteenth information, and obtaining sixth information by adjusting construction operation and safety measures.
6. The utility model provides a safety protection allies oneself with accuse device of railway business line construction which characterized in that includes:
The system comprises an acquisition module, a storage module and a storage module, wherein the acquisition module is used for acquiring first information, second information and third information, the first information is train operation data and signal equipment state data acquired from a TDCS system interface, the second information is vehicle position data and state data of a railway vehicle terminal subsystem, and the third information is position and activity data of constructors collected by a human terminal subsystem;
The dividing module is used for carrying out risk area dividing processing according to the first information, the second information and the third information to obtain fourth information, wherein the fourth information comprises a specific risk area and a corresponding risk level;
The planning module is used for carrying out security policy planning processing according to the fourth information to obtain fifth information, wherein the fifth information comprises a construction policy and a security guard area;
And the adjustment module is used for carrying out real-time monitoring and adjustment processing according to the fifth information to obtain sixth information, wherein the sixth information comprises a continuously updated safety management instruction.
7. The safety protection combined control device for railway line construction according to claim 6, wherein the dividing module comprises:
The first fusion unit is used for carrying out data fusion processing according to the first information, the second information and the third information to obtain seventh information, wherein the seventh information is an integrated construction area data set;
The first analysis unit is used for carrying out space-time analysis processing according to the seventh information, and obtaining eighth information by identifying dynamic activities and static environments in the construction area, wherein the eighth information comprises a safety condition diagram at each moment in the construction area;
the first identification unit is used for carrying out risk identification processing according to the eighth information, and obtaining ninth information by analyzing a risk mode and abnormal behaviors in a construction area, wherein the ninth information comprises a preliminary risk area division result;
The first evaluation unit is used for performing risk evaluation processing according to the ninth information, and obtaining fourth information by combining historical accident data, environmental factors and artificial activity data.
8. The safety protection combined control device for railway line construction according to claim 7, wherein the first evaluation unit comprises:
the first mining unit is used for carrying out association rule mining processing according to the ninth information, and obtaining fourteenth information by analyzing modes in the historical accident data, wherein the fourteenth information comprises historical risk association rules;
The second analysis unit is used for carrying out principal component analysis processing according to the fourteenth information, and obtaining fifteenth information by extracting key influence factors in the environmental factor data, wherein the fifteenth information is a simplified environmental risk characteristic;
The first clustering unit is used for carrying out clustering processing according to the fifteenth information, and obtaining sixteenth information by grouping constructor activity data and identifying behavior patterns of different risk levels, wherein the sixteenth information comprises an artificial risk assessment result;
And the first reasoning unit is used for carrying out reasoning processing on the sixteenth information based on a preset fuzzy logic reasoning mathematical model to obtain fourth information.
9. The safety protection combined control device for railway line construction according to claim 6, wherein the planning module comprises:
The first optimizing unit is used for carrying out optimizing configuration processing according to the fourth information, and carrying out linear programming based on the characteristics of each risk area and construction resource configuration to obtain tenth information, wherein the tenth information comprises a preliminary construction strategy draft;
The third analysis unit is used for carrying out regional division processing according to the tenth information, and carrying out geospatial analysis by combining the specific position and the environmental characteristics of each risk region to obtain eleventh information, wherein the eleventh information comprises a safety guard region layout;
The first simulation unit is used for carrying out dynamic simulation processing according to the eleventh information, and obtaining twelfth information through simulating possible changes in the construction process and predicting emergency conditions, wherein the twelfth information comprises an optimized construction strategy;
And the first decision unit is used for making decisions according to the eleventh information and a preset expert system, and combining safety, efficiency and cost factors to obtain fifth information.
10. The safety protection combined control device for railway line construction according to claim 6, wherein the adjusting module comprises:
the second fusion unit is used for carrying out fusion processing on the real-time data of the construction site based on the fifth information and a preset multi-source data fusion mathematical model to obtain twelfth information, wherein the twelfth information comprises a dynamic display interface for displaying the real-time state and activity of the construction site;
the first detection unit is used for carrying out abnormality detection processing according to the twelfth information, and obtaining thirteenth information by identifying an abnormality mode and potential risks in the real-time data, wherein the thirteenth information comprises a real-time abnormality report;
a fourth analysis unit, configured to perform time series analysis according to the thirteenth information, and obtain thirteenth information by predicting risk conditions and corresponding maintenance requirements in a preset time period, where the thirteenth information includes preventive maintenance advice;
And the first adjusting unit is used for carrying out feedback adjustment processing according to the thirteenth information and obtaining sixth information by adjusting construction operation and safety measures.
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