An operational behavior control and statistics system for a CTC system

Abstract

The present invention discloses an operation behavior control and statistics system of a CTC system, which is connected to the CTC system in communication, and includes: a two-person confirmation mode control module, which is used to authenticate the identity of the dispatcher by face recognition in a specified situation, and realize two-person confirmation; a CTC system operation behavior control and recording module, which is used to control the operation behavior of the CTC system, and collect CTC system record information; an information statistics and display module, which is used to automatically count the relevant CTC system record information, or count the relevant CTC system record information according to the input query conditions, and display the relevant CTC system record information in a graphical manner on the monitoring terminal, and output warning information when an abnormal situation occurs. The system can supplement the function of the lack of risk control in the dispatching centralized system, and realize the dispatcher identity authentication and two-person confirmation, the control and recording of the CTC system operation behavior, and the intuitive and diversified statistics of the dispatcher operation behavior.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to an operation behavior control and statistics system of a CTC system. Background Art

[0002] The CTC system (dispatching centralized system) uses a large number of advanced technology equipment and is the infrastructure of my country's high-speed railway traffic signal equipment. The use of advanced technology equipment has improved the overall automation and intelligence of high-speed railway operations. In the process of high-speed railway operation organization, dispatchers and their management personnel occupy a very important position in the organization of high-speed railway operation and emergency response to safety risks. At the same time, the degree of manual participation of dispatchers in operation organization and operation is very high. As the traffic density increases, the time for manual disposal and decision-making by dispatchers also becomes shorter, which will lead to a greater probability of human errors in some human operation projects under tight time and heavy tasks, and ultimately threaten traffic safety. Although the dispatching department has formulated detailed operating specifications, and each signal system has also formulated many safety control strategies for fault-oriented safety, the possibility of human errors directly leading to accidents by dispatchers is low, but once a traffic accident occurs, it may cause irreparable and serious losses to people's property and even lives. Increasing control measures to control the risk of human operational errors is a necessary preventive measure to reduce the occurrence of safety accidents. At the same time, using technical means to control the operation risks of dispatchers is very necessary to improve the transportation efficiency of high-speed railways, reduce transportation risk costs, and ensure the safety of high-speed railway operations. Researching the intelligent information system for risk management of dispatchers is of great significance to the safety of high-speed railway operations.

[0003] The research on the operational risks of high-speed railway dispatchers is currently in the theoretical research stage, which mainly includes the following three schemes:

[0004] Solution 1: In the article "Research on Hazard Source Identification of High-speed Railway Traffic Dispatching System", combined with the characteristics of the high-speed railway traffic dispatching system, the hazard identification methods suitable for the system were selected: system analysis method, human factors analysis and classification system (HFACS) model, grey correlation analysis method and comprehensive evaluation method. Combined with the characteristics of my country's high-speed railway traffic dispatching system, the sources of hazards were identified based on qualitative and quantitative risk analysis, and methods and strategies for reducing and controlling the sources of safety risks in the high-speed railway traffic dispatching system were proposed from the three aspects of "people-equipment-environment".

[0005] Solution 2: In the article "Research on Safety and Reliability of Railway Operation Posts", starting from the current status of research on the reliability of dispatchers' work in my country, the causes and detailed classification of dispatchers' work reliability, the external and internal causes of dispatchers' errors, and the key factors affecting the reliability of dispatchers' work are discussed in detail. Through the analysis of specific driving accident cases and the establishment of accident models, combined with the safety level and reliability level of driving posts in my country's dispatching system, a more effective solution based on the HCR (Human Cognitive Reliability) and THERP (Technique for Human Error Rate Prediction) mathematical models is proposed.

[0006] Solution 3: In the article "Research on Optimization of High-speed Railway Emergency Plan Based on Safety Warning Big Data", the current status of the high-speed railway emergency plan system is introduced, and the content of the emergency plan and the source of big data are analyzed; relying on the data of more typical accident cases, the high-speed railway emergency response plan is classified and divided into impact levels, and the response methods of different categories and levels are studied. New ideas and new emergency response plan methods are proposed.

[0007] When dispatching personnel are actually working, some operational risks still need to be manually controlled by dispatching managers. The main function of the centralized dispatching system is to centrally dispatch high-speed railway operations. Although it has certain risk control functions, it is not its core function. Therefore, it is necessary to study the intelligent information system designed specifically for risk control in view of the operational risks of dispatching personnel, so as to solve the problems of manual control by dispatching managers and make up for the lack of risk control functions in the centralized system.

[0008] In addition, the current statistics on the dispatcher's operation behavior are achieved by viewing event records. When the dispatcher performs an operation, he needs to confirm the operation with a password. The terminal he operates will record the operation and store it in a log file. If the manager wants to view the operations performed by the dispatcher, he needs to open the log file, search by keywords and make statistics. The defects are: 1) Dispatchers may know each other's operation passwords, and the "two-person confirmation" mechanism cannot be truly achieved; 2) The statistical method still belongs to the category of manual statistical calculation, and the statistical data needs to be manually searched and extracted in the log, and whether the dispatcher's operation behavior is standardized is also judged manually; 3) The statistical results are not easy to view and store, and it is impossible to quickly locate the specific data you want to view, and the storage of log files requires a lot of system space. Summary of the invention

[0009] The purpose of the present invention is to provide an operation behavior control and statistics system of a CTC system, which can supplement the function of risk control missing in the centralized dispatching system, and realize the dispatcher's identity authentication and two-person confirmation, the control and recording of the CTC system's operation behavior, and the intuitive and diversified statistics of the dispatcher's operation behavior.

[0010] The objective of the present invention is achieved through the following technical solutions:

[0011] An operation behavior control and statistics system of a CTC system, the system is connected to the CTC system in communication, and the system includes:

[0012] The two-person confirmation mode control module is used to authenticate the dispatcher's identity by face recognition in specified situations to achieve two-person confirmation;

[0013] A CTC system operation behavior control and recording module, which is used to control the operation behavior of the CTC system based on the two-person confirmation mode control module, and collect CTC system record information;

[0014] The information statistics and display module is used to automatically count the collected CTC system record information, or to count the collected CTC system record information according to the input query conditions, and to display the relevant CTC system record information in a graphical manner on the monitoring terminal, and also output warning information when an abnormal situation occurs.

[0015] It can be seen from the technical solution provided by the present invention that: 1) through the method of biometrics, a two-person confirmation mechanism is truly achieved. 2) Most of the dispatcher's operations can be collected and recorded and stored in the database, so that the integrity of the data is guaranteed. 3) When performing operation behavior statistics, the query conditions are rich and the statistical results are displayed in a variety of ways. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0017] Figure 1 A schematic diagram of an operation behavior control and statistics system of a CTC system provided in an embodiment of the present invention;

[0018] Figure 2 A flow chart of authenticating a dispatcher using face recognition provided by an embodiment of the present invention;

[0019] Figure 3A schematic diagram of a data statistics display interface provided by an embodiment of the present invention;

[0020] Figure 4 A schematic diagram of a statistical display interface for manually executing route arrangement commands and setting anti-slip operation behavior provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0021] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the protection scope of the present invention.

[0022] First, the terms that may be used in this article are explained as follows:

[0023] The terms "include", "comprises", "contains", "has" or other descriptions with similar semantics should be interpreted as non-exclusive inclusion. For example, including certain technical feature elements (such as raw materials, components, ingredients, carriers, dosage forms, materials, dimensions, parts, components, mechanisms, devices, steps, procedures, methods, reaction conditions, processing conditions, parameters, algorithms, signals, data, products or products, etc.) should be interpreted as including not only certain technical feature elements explicitly listed, but also other technical feature elements known in the art that are not explicitly listed.

[0024] The following is a detailed description of the operation behavior control and statistical system of a CTC system provided by the present invention. The contents not described in detail in the embodiments of the present invention belong to the prior art known to professional and technical personnel in the field. If no specific conditions are specified in the embodiments of the present invention, they are carried out according to the conventional conditions in the field or the conditions recommended by the manufacturer. The instruments used in the embodiments of the present invention, if the manufacturer is not specified, are all conventional products that can be purchased commercially.

[0025] like Figure 1 As shown, an operation behavior control and statistics system of a CTC system is connected to the CTC system in communication, and mainly includes:

[0026] The two-person confirmation mode control module is used to authenticate the dispatcher's identity by face recognition in specified situations to achieve two-person confirmation;

[0027] A CTC system operation behavior control and recording module, which is used to control the operation behavior of the CTC system based on the two-person confirmation mode control module, and collect CTC system record information;

[0028] The information statistics and display module is used to automatically count the collected CTC system record information, or to count the collected CTC system record information according to the input query conditions, and to display the relevant CTC system record information in a graphical manner on the monitoring terminal, and also output warning information when an abnormal situation occurs.

[0029] The above scheme of the embodiment of the present invention, in a high-risk situation (that is, the specified situation mentioned above, which can be set by the user according to actual conditions or experience), calls the two-person confirmation mode control module, and truly implements the two-person confirmation mechanism through biometrics, thereby realizing the control of the operation behavior of the CTC system, and can collect and record most of the dispatcher's operations and store them in the database, so that the integrity of the data is guaranteed; at the same time, when performing operation behavior statistics, the query conditions are rich and the statistical results are displayed in a variety of ways.

[0030] In order to more clearly demonstrate the technical solution and technical effects provided by the present invention, an operation behavior control and statistical system of a CTC system provided by an embodiment of the present invention is described in detail below with reference to a specific embodiment.

[0031] 1. Two-person confirmation method control module.

[0032] In the embodiment of the present invention, the two-person confirmation mode control module is called by the information statistics and display module, and mainly implements the two-person confirmation mechanism through biometrics, thereby realizing the control of the operation behavior of the CTC system.

[0033] Those skilled in the art can understand that two-person confirmation means that the train dispatcher and the assistant dispatcher must check and confirm each other when preparing and issuing train operation adjustment plans, issuing dispatching orders, manually operating equipment and other key operations.

[0034] In the following situations, the "two-person confirmation" system must be strictly implemented to prevent single-person operation:

[0035] 1. After the train dispatcher generates and issues the train operation plan, the assistant dispatcher should check the status of the operation plan issued by each station through the CTC auxiliary dispatch query terminal. The train dispatcher and the assistant dispatcher should focus on confirming the train number, route, departure station, terminal station, passenger business handling station along the way and arrival (departure) time and other information of the suspended scheduled trains and temporary scheduled trains. In case of alarm information, the assistant dispatcher should check and report to the train dispatcher one by one; in case of conflicts or errors in the train operation plans of related stations, the train dispatcher should promptly correct the train operation plan.

[0036] 2. After the train dispatcher issues the train operation adjustment plan, he should instruct the assistant dispatcher to check and verify the adjusted train route sequence in the CTC assistant dispatching terminal to confirm that the receiving and dispatching tracks, starting and ending buttons, trigger time, trigger method, etc. are correct.

[0037] 3. When additional trains are added temporarily or construction and maintenance, emergency response requires additional trains, single machines, self-propelled special equipment, etc., and the running line cannot be generated from the basic map, the "Generate by Route" function should be used to draw the line. When the "Free Line Drawing" function must be used to lay out the train running line, the train dispatcher should check the train operation plan, telegram, and order before laying out the train running line, and confirm with the assistant dispatcher that the train number, route, direction, operation station, running time, etc. are correct before issuing the plan.

[0038] 4. After the dispatch order drafted by the assistant dispatcher is sent to the train dispatcher, the train dispatcher should focus on checking the key items of the dispatch order (time, location, speed, train number, receiving place, order number, etc.) and can only issue it after confirming that it is correct.

[0039] 5. The dispatch order edited and drafted by the train dispatcher should notify the assistant dispatcher to check the key items of the dispatch order (time, location, speed, train number, receiving place, order number, etc.) before issuing it. It can only be issued after confirmation that it is correct.

[0040] 6. When an EMU is used as a test train, road train, rescue train, or return trainbed, and the train number cannot be used to distinguish whether it is an EMU, the word "EMU" should be written after the train number in the dispatch order.

[0041] 7. Before the train dispatcher issues a dispatch order as a driving certificate to the driver, the train dispatcher and the assistant dispatcher must jointly confirm that the route for receiving and dispatching trains is ready. The following dispatch orders as driving certificates are issued. When the station signal, interlocking, and blocking equipment fails and abnormal reception and dispatch of trains is required, the dispatch order must be issued by the duty director (duty deputy director).

[0042] 8. When the CTC system is normal, it is prohibited to use methods other than "automatic triggering" or "manual triggering" to handle train routes and open signals. When necessary, the assistant dispatcher shall correctly arrange the routes, open and close signals, and operate the switches according to the orders of the train dispatcher, and report to the train dispatcher after confirming that the routes are ready, the signal display, and the switch positions are correct. The train dispatcher shall confirm through the train dispatching terminal running line locking signs, monitoring light strip display, signal machine status, and switch reverse position indication; when the "lighting (extinguishing)" operation is required in the section where the signal machine is normally off, it shall also be confirmed that the relevant signal machines at each station on the running route have been lit (extinguished).

[0043] 9. When operating the change direction, total auxiliary, total cancellation, fault unlocking, total human solution, guidance, and interval logic status confirmation commands, changing the route triggering mode, and using the temporary driving button of the natural disaster and foreign object intrusion monitoring system, the assistant dispatcher should confirm with the train dispatcher that the conditions are met before performing the relevant operations. If the station departure route or the line route is cancelled for some reason, if it is necessary to change the departure order of the train at this station or the line route, the route of the train that has been triggered by the previous stations (line stations) must be cancelled together.

[0044] In the embodiment of the present invention, face recognition is used for identity authentication, which can facilitate dispatching personnel to log in and out of the system and ensure that the two-person confirmation system is completed without compromise. For projects that currently require manual confirmation by the duty manager and have risky operations, remote face confirmation can be performed through the face recognition function, and key information such as operation time, operator, and consenting personnel can be accurately recorded.

[0045] The face recognition function is mainly based on the facial feature information of people, and its status in various application scenarios such as risk prevention and control and convenient services is gradually improving. The current development of the accuracy of face recognition technology has surpassed the accuracy of human eye recognition. The introduction of face recognition technology is a complicated and precise process. The main principles are as follows: collect the dispatcher's face image in advance, generate the corresponding feature code to store and delete the corresponding face image; during face recognition, generate the corresponding feature code for the collected face image, and compare it with the stored feature code, and judge whether the identity authentication is passed according to the comparison result. The above method not only effectively prevents the leakage of personnel photo information, but also, because the compilation method of the feature code uses a variety of liveness detection algorithms, such as head turning algorithm, blinking algorithm, mouth opening algorithm, etc., it prevents false information such as face photos, human masks, and video playback from attacking the system, ensuring that the successfully recognized information is real and correct liveness, and further ensuring the safe operation of the dispatch system.

[0046] like Figure 2 As shown, the steps of authenticating the dispatcher by face recognition include:

[0047] 1) Collecting facial images through information collection equipment, which can be a camera or other collection equipment.

[0048] 2) Extract elements from the face image and reconstruct the face based on the face input focus.

[0049] 3) Perform face regularization based on the extracted facial elements, for example, face alignment, expression / brightness / angle adjustment, etc.

[0050] 4) Perform feature extraction based on the face regularization results, including local features and global features.

[0051] 5) Liveness detection is performed based on the extracted features, which can be achieved through conventional liveness detection algorithms.

[0052] 6) If the detected body is alive, the extracted features are used to generate the corresponding feature code and compare it with the feature code stored in the database (feature value matching), and the identity authentication is determined based on the comparison result.

[0053] If identity authentication is completed in the above manner, you can log in to the CTC system and enter the user identity information into the system, and bind it to subsequent operations.

[0054] In the embodiment of the present invention, the above-mentioned module uses a facial recognition function to log in to the system, and at the same time, the existing centralized dispatching system is upgraded, and the facial recognition technology is applied to each human-machine terminal of the centralized dispatching system. The problem of other personnel logging in at will after knowing the password of the existing centralized dispatching system is prevented and controlled, and the risk of incorrect login information caused by the dispatcher entering the wrong duty officer code is prevented and controlled. The system facial recognition technology needs to store the information of dispatchers and managers, such as personal name, dispatcher number, dispatch desk name, dispatch desk number, etc. The facial recognition technology used can store the information of dispatchers more safely and prevent the leakage of dispatchers' information. Facial recognition technology is crucial for the driving dispatching system. The facial recognition function uses technical control means to better control the operational risks of dispatchers, improve the operating efficiency of dispatchers, and enhance the management means of dispatching managers.

[0055] Considering that when using face recognition for two people to confirm, if one of them cannot perform face recognition authentication, he or she can pass the authentication by entering his or her username and password, but this behavior will be recorded in the system log.

[0056] 2. CTC system operation behavior control and recording module.

[0057] In an embodiment of the present invention, the control of the operational behavior of the CTC system mainly includes the following four aspects: control of route triggering and arrangement, control of control mode conversion, control of identification setting and cancellation, and control of train operation plan drawing and adjustment. The above four aspects of operational behavior are controlled based on the above-mentioned two-person confirmation mode control module; the operational behavior control includes two stages: in the first stage, the two-person confirmation mode control module is called to perform two-person confirmation, and the second stage is entered after the two-person confirmation; the second stage is controlled through the operations described below (that is, relevant operational modes are set for the above four parts); at the same time, the relevant operational behaviors and CTC system-related information are recorded.

[0058] 1. Control the route triggering and arrangement methods.

[0059] Under normal circumstances, the automatic route triggering method is adopted; when it is under specified conditions, the manual triggering method is used. Specifically: when the dispatching centralized equipment and train operation order are normal, the station under the decentralized autonomous control mode (except for station operation) is only allowed to automatically trigger the route through the equipment, and the assistant dispatcher shall not manually arrange or manually trigger the route without authorization (except for special transportation or special requirements). Under special circumstances, the assistant dispatcher must obtain the instructions of the train dispatcher before manually triggering or manually arranging the route according to the regulations. For example, due to special circumstances such as train detention, the assistant dispatcher can change the train route triggering mode from "automatic" to "manual" according to the instructions of the train dispatcher, and focus on monitoring the train operation, and trigger the train route in time according to the handling time to avoid causing the train to stop outside the machine. In the manual triggering mode, it is displayed differently on the operation diagram or marked at the corresponding position of the operation line. For example, if the manual triggering mode of the route instructions for receiving and dispatching trains has the ability to be displayed differently on the operation line, the train dispatcher should confirm the triggering mode through the display; if it cannot be displayed differently, the train dispatcher should mark the word "manual" at the corresponding position of the train operation line. Train dispatchers are not allowed to detain trains simply by towing the line.

[0060] Under normal circumstances, the train route is arranged automatically. When the train route is automatically arranged by the CTC system (route locked, signal open), if the CTC system issues an alarm message of route arrangement failure, the assistant dispatching terminal displays the route sequence status as failure, or the trigger mode becomes manual, after confirming that the route arrangement is successful, the sequence status of failure will be changed to manual. After the train arrives, departs or passes, the remaining route sequence is confirmed, and the corresponding remaining route sequence is deleted as required. Before the train reports, the train operation adjustment plan will not be issued to the corresponding station, and it will be recorded in the driving equipment inspection register.

[0061] 2. Manage and control the control mode conversion method.

[0062] Under normal circumstances, the decentralized autonomous control mode is adopted for train operation. When in specified circumstances, the decentralized autonomous mode is switched to the emergency station control mode. After the central control mode and station shunting mode are switched to the emergency station control mode, the dispatcher needs to check the equipment status of the CTC dispatching system, the train operation plan, the dispatching order receipt status of the station, the train stopover status in the station or section, and the control mode of the neighboring station; after the station operation mode is switched to the emergency station control mode, the station duty personnel and the dispatcher jointly check the equipment status.

[0063] In the emergency station control mode, when a station arranges a train receiving and dispatching route, it will switch back to the decentralized autonomous control mode after the corresponding train arrives, departs or passes the reporting point conversion. Reporting point conversion is a special term in this field, which can be understood as the node on the running line changing from plan to actual performance.

[0064] After switching back from the emergency station control mode to the decentralized autonomous mode, after sending dispatching commands to each station, fill in the CTC control mode conversion register and record the dispatching command number.

[0065] In another embodiment of the present invention, the decentralized autonomous mode can be switched to the emergency station control mode in any of the following situations:

[0066] 1) The dispatching centralized equipment encounters a failure, such as the inability to issue a train operation plan to the station, the station information is not displayed or is not restored in time after the CTC registration is disabled, and the train occupancy status cannot be correctly displayed in the CTC system.

[0067] 2) When the construction and maintenance of driving equipment is required;

[0068] 3) When there is a serious situation that endangers driving safety;

[0069] 4) After all the communication FAS of the dispatching desk are interrupted, the station control state under decentralized autonomy or decentralized autonomy state is uniformly converted to emergency station control mode. When the central operation, station shunting and station operation can be switched at will, the emergency station control can be temporarily suspended.

[0070] 3. Control the setting and cancellation of labels.

[0071] In the embodiment of the present invention, the set identification categories include: section or track blocking, single switch locking, single switch sealing, power outage, button sealing, and power supply arm power outage.

[0072] In the embodiment of the present invention, the identification setter is: 1) the station identification in the decentralized autonomous control mode central operation and station shunting operation mode is set by the assistant dispatcher, and the identification categories include: section or track blocking, single switch locking, single switch sealing, power outage, button sealing, and the power supply arm power outage is set by the train dispatcher; 2) the station under station control (station control is a control state and a special term in this field) is set by the station duty officer, and the identification categories include: section or track blocking, single switch locking, single switch sealing, power outage and button sealing; among them, the train dispatcher and the assistant dispatcher are both dispatchers.

[0073] By setting signs, trains (rail vehicles, single units) are prevented from entering blocked areas, sections or stations involved in overhead power outages, areas where trains are not allowed to pass according to regulations, and areas where equipment is temporarily suspended.

[0074] Taking the blocking mark as an example, before issuing the dispatching order, it is necessary to confirm that the relevant blocking mark has been set correctly; when setting the blocking mark to stop the train that has not entered the section, it is necessary to confirm that the blocking mark has been set correctly. The blocking here means any of the above-mentioned section or track blocking, switch single lock, and switch single closure.

[0075] Cancellation of signs: After the station (section) is opened, the overhead line power supply is restored, or the equipment failure is handled, the relevant signs will be removed, and before removing the relevant signs, confirm that the section opening and overhead line power supply restoration orders have been issued or the reasons have been eliminated. Inter-bureau (inter-station) communication should be strengthened, and operations can only be carried out after signing the opening and overhead line power supply restoration dispatching orders.

[0076] 4. Control and manage the layout and adjustment of train operation plans.

[0077] 1. Provisions for drawing up train operation plans.

[0078] In the embodiment of the present invention, the planned train running lines generate all running lines according to the set time period (for example, according to the day shift 6:00-18:00, the night shift 18:00-6:00) after taking over, including the running lines of the scheduled trains, the temporary additional trains, the single trains and other trains running in the daily plan; wherein, the running lines are laid out using the passenger car one-day map function or the train running lines are manually generated; specifically:

[0079] 1) Use the bus one-day-one-picture function to lay out the picture.

[0080] a) Passenger trains, scheduled dynamic inspection vehicles, scheduled dynamic vehicle bottoms for entering and leaving the depot, and scheduled empty vehicle bottoms should be laid out using the passenger car one-day map function.

[0081] b) When using the one-day-one-map function for buses, you must first click the Apply for Daily Shift Plan button and then proceed with the drawing after receiving a receipt.

[0082] c) When using the one-day-one-map function for passenger cars, focus on checking whether the generated train operation plan is consistent with the daily dispatch plan, especially checking the additional and suspended trains, to ensure that the plan does not overlap or miss any lines.

[0083] 2) Artificially generate train routes.

[0084] a) When the passenger train route is manually generated (except according to the plan), the duty director (deputy duty director) must be notified for inspection and confirmation.

[0085] b) When manually generating a train route, the running path should be confirmed first. In principle, the route generation function should be used to select a reasonable route to generate the running line, and then the starting, ending, access, and handover should be selected at the nodes of the corresponding station. If there is no applicable route in the system, the free line drawing function should be used to draw it. After manually generating the train route, it is necessary to confirm that the relevant elements (route, section line type, track, time, attribute, etc.) are correct before issuing the plan.

[0086] c) When the actual running interval is inconsistent with the default interval, the corresponding interval line type should be selected in the node attributes according to the actual running interval. The focus is on double-single-line intervals, multi-line intervals, and intervals with fixed interval line types.

[0087] d) For the lines with additional passenger trains, the train dispatcher must use the "arrange operation station" function of the line node attribute to include the stations handling passenger operations into the operation stations to prevent them from being adjusted to pass by mistake. Other trains that have the requirement to stop at the station shall be handled in the same way.

[0088] 2. Train operation plan adjustment method

[0089] When issuing a train operation adjustment plan within a set time (for example, 3 to 4 hours), the plan shall be adjusted according to the alarm information content of the operation plan of the operation diagram terminal (completed by the train dispatcher); when using the CTC system to handle the reception and dispatch of trains, the train dispatcher is prohibited from only verbally changing the train operation plan. When adjusting the order of receiving and dispatching trains, the adjustment is made by adjusting the train operation line and issuing the plan (completed by the train dispatcher); after issuing the train operation adjustment plan (completed by the train dispatcher), the station route sequence table in the decentralized autonomous control mode (except station operation) is checked and confirmed (completed by the assistant dispatcher). After the train dispatcher receives a report of abnormality from the station attendant in the decentralized autonomous station operation mode, he shall deal with it promptly and properly. When the train dispatcher issues the train operation plan, it is strictly prohibited to have the operation line focus, double line, single-line section intersection or double-line section crossing.

[0090] Adjust the requirements for receiving and dispatching train tracks:

[0091] 1) Adjustment of tracks. When the train dispatcher is handling the reception and dispatch of trains, the train dispatcher shall be responsible for adjusting the tracks in the train operation diagram. The route sequence that has been manually intervened by the assistant dispatcher shall be adjusted by the assistant dispatcher. When the station duty officer is handling the reception and dispatch of trains, the station duty officer shall be responsible for the adjustment. The train dispatcher may make comments and suggestions on the station duty officer's track adjustment work, but shall not replace the station duty officer in performing track adjustment work.

[0092] 2) When adjusting the track, the train dispatcher must first confirm that the connected track meets the conditions for receiving and dispatching trains.

[0093] 3) If a high-speed train needs to change the parking track for passenger transportation due to special circumstances, the dispatcher needs to apply to the duty director for approval before the change can be made, and the relevant stations must be notified and records must be kept. If a conventional train needs to change the track due to special circumstances and the change is initiated by the dispatcher, the relevant stations must be notified.

[0094] 4) When adopting alternative route to receive and dispatch trains, when the dispatcher handles it, the assistant dispatcher will make changes in the route sequence list of CTC system assistant dispatch desk; when the station duty officer makes changes, the station manager will make changes in the route sequence list of CTC system train terminal.

[0095] 5) When adjusting the train route, it is prohibited to issue a plan before adjusting the planned route to the train route with arranged routes.

[0096] 6) In a train operation adjustment plan issued at one time, there shall not be two trains with the same train number on the same train line. In special circumstances, when a train is delayed, resulting in a close interval between two trains with the same train number, the train dispatcher shall shorten the time period for issuing the plan so that only the first train plan is included in the issued time period; the train dispatcher can issue the plan for the next train with the same train number to the station only after confirming that the first train has passed the station and reported the point and the route sequence is clear.

[0097] 7) Train operation adjustment plans should be prepared in advance by train dispatchers. When adjusting the train operation plan, the train dispatchers should not adjust the operation lines within the 30-minute execution area in principle; except for special circumstances such as sudden equipment failure or natural disasters that disrupt the operation order at the station or adjacent stations, it is prohibited to adjust the train operation plan within 10 minutes of the execution.

[0098] Under special circumstances, when the train operation plan must be adjusted within 10 minutes of execution, the train dispatcher must contact the driver properly or receive a report from the station duty officer that the train operation plan has been properly contacted, and then adjust the train route and issue the plan. The assistant dispatcher will review the route sequence table to ensure that the sequence is correct.

[0099] 8) The train operation handover plan between adjacent platforms must maintain "five consistency": first, the operation route is consistent; second, the locomotive type is consistent; third, the train number is consistent; fourth, the operation restriction conditions (overlimit and speed limit conditions) are consistent; and fifth, the time is consistent.

[0100] 4. Information collection and recording.

[0101] In the embodiment of the present invention, the system has an external communication interface, and collects the recorded information of each subsystem of CTC through the dedicated interface server of the CTC system. It mainly includes: command information of manual operation of auxiliary switching terminal and train terminal, train route sequence table and station map train window record information, train operation plan legality check alarm information, running line operation status information, CTC system clock information, and station equipment status information. The above six types of information are obtained in real time from the CTC system, or directly obtained by importing.

[0102] 1) Command information of manual operation of auxiliary control terminal and train operation terminal mainly includes the following contents:

[0103] a) Manually executed route commands: arranging train routes in the form of buttons, arranging shunting routes in the form of buttons; canceling train routes in general, canceling shunting routes in general; reopening signals; setting branch faults; arranging guide routes; general manual release; button sealing; fault unlocking; button sealing; ramp unlocking, etc.

[0104] b) Turnout commands: total set, total reverse, single lock, unlock, single seal, unseal and other operations.

[0105] c) Signal commands: button sealing, button unsealing, signal light switching on and off, etc.

[0106] d) Blocking, unlocking, and poor branching: track blocking, unlocking, power outage, and power supply; section blocking and unlocking; setting and canceling anti-skid protection; setting and canceling poor branching within the station, etc.

[0107] e) Interlocking relationship operation commands: general auxiliary direction change, departure assistance, train receiving assistance, permission for direction change, guidance of general locking, point rail and heart rail, blockage, accident, restoration, derailer setting and other operations.

[0108] f) The train control center section logic occupancy check function command: confirm that there is no vehicle, unlock the section, turn the section logic check function on and off, etc.

[0109] 2) The train route sequence table and the train number window on the station map record information, mainly including the following contents: manual deletion, departure route instructions; change of train track; modification of trigger mode; modification of diversion route; clearing of route sequence table; refreshing of route sequence table; modification and deletion of train number displayed in the train number window; setting of train track to stop; modification of locomotive attributes to electric attributes, etc.

[0110] 3) Train operation plan legality check alarm information, mainly including the following contents: the operation diagram terminal’s own plan check information prompt, the alarm prompt of the station’s autonomous machine, the dispatcher’s operation alarm prompt, etc.

[0111] 4) Information on the operation of the running line, mainly including the following contents: changing the route, arranging station operations, modifying node attributes, setting up three or four lines, free line drawing, drawing lines according to the map, drawing lines according to the route, reading the shift plan time, retrieving the basic map time period selection, and the time interval between two consecutive plan issuances.

[0112] 5) CTC system clock information. The CTC system time is used as the clock source to collect time information. Each subsystem uses the collected time information as the standard to achieve time unification between the entire information system and the CTC system.

[0113] 6) Station equipment status information. For the collection of dispatching system equipment status, station equipment includes vehicle terminals, autonomous machines, electrical maintenance machines, network equipment, etc.; central equipment includes: database servers, application servers, communication front-end servers, dispatching equipment, core network equipment, etc.

[0114] In the embodiment of the present invention, a system-specific database is also established, and different stations have corresponding dedicated data tables; the database adopts SQL Server. The data displayed by each software of the system comes from the content stored in the database, and all kinds of information obtained from the CTC system are stored in the database.

[0115] In the embodiment of the present invention, the above module realizes the comprehensive management of basic information. By deeply mining and sorting the basic information of the CTC system, basic static information is displayed when the program is started, including: the jurisdiction of the railway bureau dispatching office, the jurisdiction of the dispatching desk, the basic information of the dispatcher, the connection relationship between adjacent dispatching desks, the connection relationship between adjacent dispatching offices, etc. The real-time information of the CTC system received by the system can be viewed in real time by the actual user, and the number of statistical information, occupancy percentage, etc. can be viewed. The system can generate an EXCEL electronic ledger based on the viewed data, and output the statistical data to the electronic ledger in the existing registration book format, which is convenient for management personnel to control the operation risks.

[0116] 3. Information statistics and display module.

[0117] In the embodiment of the present invention, statistics can be automatically collected in real time for the specified range, specified time period, and specified content, and displayed on the large screen (monitoring terminal) in the monitoring room, and early warnings and forecasts can be given to management personnel according to the specified threshold for non-standard operations (i.e., early warning information is output when abnormal situations occur). Relevant CTC system record information can also be collected based on the input query conditions.

[0118] The input query conditions include: a combination of one or more of date period, time period, shift system, platform type or station, type of station operation mode, and user name; wherein:

[0119] 1) Specify a period (including annual, quarterly, monthly, ten-day, weekly, daily, and any specified date range); the default is all days.

[0120] 2) Specify a time period (e.g. 18:00 to 24:00); the default is 0:00 to 24:00.

[0121] 3) Specify the shift system (such as 1st, 2nd, 3rd, 4th, etc.); the default is all shifts.

[0122] 4) Specify the platform type or station (such as "Chengdu-Chongqing Passenger Dedicated Line Platform"); the default is all platforms (stations).

[0123] 5) Specify the station operation mode category (such as "station operation mode" or "station shunting operation mode"); the default is all operation mode categories.

[0124] 6) Specify a user name, such as "Zhang San"; the default is all people.

[0125] According to the quantitative analysis of the risks of the dispatching and commanding system, the level of system statistical data is formulated. The statistical level is divided into three levels, namely level one, level two and level three. The risk behaviors corresponding to each statistical level are as follows:

[0126] Level 1: Unbelievable: Manually arranged wrong train route

[0127] Impossible: CTC system was attacked by cyber attack.

[0128] Level 2: Rare: Execution error when route sequence does not match train number

[0129] Rarely: CTC system equipment failure, network interruption

[0130] Rarely: Routing commands executed manually by clicking a button

[0131] Occasionally: guidance, general understanding of operation commands

[0132] Sometimes: the train control center interval logic occupancy check function command, the station map train number window operation.

[0133] Level 3: Frequent: Operation commands for running lines and train route sequence table

[0134] Frequent: interlocking relationship operation commands

[0135] Very frequent: operating signal commands, blocking and unlocking sections, setting poor shunts;

[0136] This system realizes the statistics and chart display of operation behavior. After the information collection is completed, the collected information is displayed in charts. The display method can be divided into different display methods according to the needs of the manager, for example, using one or a combination of bar charts, pie charts, and status charts.

[0137] like Figure 3 As shown in FIG. 1 , an example of a data statistics display interface is provided. Figure 3 In the example shown, the system can realize the comprehensive display of section blocking, track unlocking, switch unblocking and other operation behaviors. Figure 4The following is an example of the statistical display interface for manually executing the route arrangement command and setting the anti-skid operation behavior. The ordinate represents the quantity, and the abscissa is the query condition. For example, when querying by day, the abscissa is the date, and the ordinate is the quantity queried under each date. When querying by dispatch station, the abscissa is the name of each dispatch station, and the ordinate is the number of operations for each dispatch station.

[0138] In the embodiment of the present invention, the system provides an open and secure interface for access to the double vision system, which complies with the ISO / OSI standard model, provides support for system interfaces that comply with international standards, and reserves information exchange software that complies with various protocols such as the standard information exchange protocol (TCP / IP). The double vision system can be respectively set up in important monitoring and management departments such as the signal room of each high-speed railway station, the duty room of the dispatching center, the workbench of the deputy director on duty, and the integrated monitoring room. Each double vision terminal can also display, print, and output the graphical form, text form, and table form of the information processing and display system, so as to formulate more reasonable and effective operator management methods.

[0139] The above is the main composition and working principle of the above system provided by the embodiment of the present invention, which mainly has the following advantages:

[0140] 1) Relying on relevant equipment of biometric technology, the train dispatchers and assistant dispatchers can implement the "person confirmation system" in a digital and systematic way, so as to prevent a single person from violating the two-person confirmation system and avoid illegal high-risk CTC operations.

[0141] 2) The system collects statistics and displays the collected information in various charts, such as pie charts, line charts, bar charts, etc. It can also display multiple types of collected information in one chart, conduct strategic analysis on the collected information, and if the threshold is reached, an alarm will be issued to provide risk warnings to dispatchers, duty officers, and dispatch management personnel.

[0142] 3) The system collects statistics on the alarm information and operation records of the CTC system and displays them in the form of charts, which are easy to read for dispatch personnel to review. When necessary, they can be displayed on a large-screen display system, which requires high-precision, high-pixel data charts.

[0143] 4) Establish a dedicated database for this system, with corresponding dedicated data tables for different stations; the database uses SQL Server. The data displayed by each software of the information system comes from the content stored in the database, and all kinds of information obtained from the CTC system are stored in the database.

[0144] 5) The system can improve the route triggering and arrangement system, CTC control mode conversion system management, sign setting and cancellation system, train operation plan drawing and adjustment system and other systems.

[0145] 6) The system can at least simultaneously serve 30 CTC dispatching desks, 100 CTC station operation modes and train operation terminals of station shunting operation modes. It can also be promoted in various CTC dispatching desks and stations in combination with actual application. The information system has the conditions for interfacing with various CTC systems including the FZy-CTC system.

[0146] On the other hand, in order to illustrate the performance of the system of the present invention, the following is an introduction combining test results with actual usage.

[0147] 1. System testing.

[0148] According to the design principles, the system should be compatible with the operating systems of multiple information systems. Virtualization technology was adopted in the testing process of the operational risk management information system. VMware vSphere virtualization technology was used to test the compatibility of the information system in order to test the information system's support for various operating systems and meet the compatibility and scalability requirements of the information system.

[0149] VMware vSphere virtualization technology can simulate most of the current mainstream operating systems, and can simulate multiple operating information systems on one device at the same time. It can use multiple information systems and multiple systems at the same time, can be installed and run independently, and supports hardware virtualization (network cards, hard disks, etc.) from the kernel level. It is easy to manage and maintain in a centralized manner, has relatively stable performance, and its operating speed and stability can meet the basic requirements of operational risk management information system testing.

[0150] Functional testing: The scenario method was used to conduct a full functional test on the information system developed this time. Different scenarios were tested for functions such as face recognition, data statistics, and operation control. Four main scenarios were designed in the test case design: regular scenario, alternative scenario, abnormal scenario, and hypothetical scenario. In each scenario, the functions of the information system performed smoothly and all functions could be implemented normally.

[0151] Reliability test: The information system was tested for reliability using the equivalence classification method. The test cases were classified into four categories: weak general equivalence class, strong robust equivalence class, weak robust equivalence class, and strong general equivalence class. The information system showed high reliability during the test and all test cases passed the test.

[0152] Stress resistance test: The information system is continuously stressed in different aspects by using the enumeration method, and the working efficiency of the information system under different stresses is tested, and the maximum tolerance range of the information system is obtained. The response time, throughput, CPU resource utilization, number of concurrent users, etc. of the information system are tested. The test results show that the information system meets the requirements of the train terminal that serves 30 CTC dispatching desks, 30 CTC station operation modes, and station shunting operation modes at the same time.

[0153] Stability test: Conduct working stability test on the information system. Test whether the information system can run normally after network interruption, database interruption, and server interruption; test whether the information system can run normally after multiple opening and closing tests of the information system software; test whether the information system can run normally after running for a long time; test whether the information system can run normally after the information system operating system crashes and restarts the operating system, etc. If the information system passes all the above tests, it is an information system with high stability.

[0154] 2. System usage.

[0155] Through the actual use of one dispatching desk in the operation risk management information system for one month, the actual number of times each operation item of the dispatching personnel's operation risk occurred was counted. The specific situation is as follows:

[0156] Manually arranged wrong train routes: 0 times

[0157] CTC system was attacked by cyber attacks: 0 times

[0158] Execution error when route sequence does not match train number: 0 times

[0159] CTC system equipment failure, network interruption: 1 time

[0160] Manually click the button to execute the route command: 5 times

[0161] Guidance and general personnel interpretation of operation commands: 12 times

[0162] Train control center interval logic occupancy check function command, station map train window operation: 28 times

[0163] Operation commands for running lines and train route sequence table: 76 times

[0164] Interlocking relationship operation commands: 152 times

[0165] Operation signal command, block and unlock the section, set the branch fault: 355 times

[0166] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above embodiments can be implemented by software, or by means of software plus necessary general hardware platforms. Based on such understanding, the technical solutions of the above embodiments can be embodied in the form of software products, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.), including several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0167] Technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above.

[0168] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. An operation behavior control and statistics system of a CTC system, characterized in that: The system is connected to the CTC system in communication, and the system includes: The two-person confirmation mode control module is used to authenticate the dispatcher's identity by face recognition in specified situations to achieve two-person confirmation; A CTC system operation behavior control and recording module, which is used to control the operation behavior of the CTC system based on the two-person confirmation mode control module, and collect CTC system record information; The information statistics and display module is used to automatically count the collected CTC system record information, or to count the collected CTC system record information according to the input query conditions, and to display the relevant CTC system record information in a graphical manner on the monitoring terminal, and to output warning information when an abnormal situation occurs; Among them, the operation behavior of the CTC system based on the two-person confirmation mode control module is controlled, and the CTC system record information is collected, including: the route triggering and arrangement mode is controlled, the control mode conversion mode is controlled, the identification setting and cancellation mode is controlled, and the train operation plan is controlled. The operation behavior control includes two stages: in the first stage, the two-person confirmation mode control module is called for two-person confirmation, and the second stage is entered after the two-person confirmation; in the second stage, the relevant operation behavior is controlled by setting mode; at the same time, the relevant operation behavior and CTC system related information are recorded; Controlling route triggering and arrangement through setting methods includes: Under normal circumstances, the automatic triggering route mode is adopted; when under specified conditions, the manual triggering mode is used; in the manual triggering mode, it is displayed differently on the operation diagram or marked at the corresponding position of the operation line; Under normal circumstances, the train route is arranged automatically. When the train route is automatically arranged successfully in the CTC system, if the CTC system issues an alarm message of route arrangement failure, the assistant dispatching terminal displays the route sequence status as failure, or the trigger mode becomes manual, after confirming that the route arrangement is successful, the sequence status of failure will be changed to manual. After the train arrives, departs or passes, the remaining route sequence is confirmed and the corresponding remaining route sequence is deleted. Before the train reports the point, the train operation adjustment plan will not be issued to the corresponding station, and it will be recorded in the driving equipment inspection register.

2. The operation behavior control and statistics system of a CTC system according to claim 1, characterized in that: The method of using face recognition to authenticate the dispatcher includes: Collect the dispatcher's facial image in advance, generate the corresponding feature code, store and delete the corresponding facial image; During face recognition, a corresponding feature code is generated for the collected face image and compared with the stored feature code, and whether the identity authentication is passed is determined based on the comparison result.

3. The operation behavior control and statistics system of a CTC system according to claim 1, characterized in that: The steps of authenticating the dispatcher's identity by face recognition include: Collecting facial images through information collection equipment; Extract elements from face images; Perform face regularization based on the extracted facial elements; Perform feature extraction based on the face regularization results; Perform liveness detection based on the extracted features; If the detected body is alive, the extracted features are used to generate the corresponding feature code and compare it with the feature code stored in the database, and the comparison result is used to determine whether the identity authentication is passed.

4. The operation behavior control and statistics system of a CTC system according to claim 1, characterized in that: The control mode conversion method is controlled by setting methods including: Under normal circumstances, the train is operated in decentralized autonomous control mode. When in specified circumstances, the decentralized autonomous mode is switched to emergency station control mode, and the CTC system equipment status, train operation plan, the station's dispatch order receipt status, the status of trains staying in the station or section, and the control mode of the neighboring station are monitored; In the emergency station control mode, when a station arranges a certain train receiving and dispatching route, it will switch back to the decentralized autonomous control mode after the corresponding train arrives, departs or passes the reporting point. After switching back from the emergency station control mode to the decentralized autonomous mode, after sending dispatching commands to each station, fill in the CTC control mode conversion register and record the dispatching command number.

5. The operation behavior control and statistics system of a CTC system according to claim 1, characterized in that: Controlling the setting and cancellation of identification through setting methods includes: The types of signs that can be set include: section or track blockade, single switch lock, single switch seal, power outage, button seal, and power supply arm power outage; Set the sign setter: In the decentralized autonomous control mode, the station signs under the central operation and station shunting operation mode are set by the assistant dispatcher. The set sign categories include: section or track blockade, single turnout lock, single turnout seal, power outage, button seal, and power supply arm power outage is set by the train dispatcher; for stations controlled by the station, the signs are set by the station duty officer. The set sign categories include: section or track blockade, single turnout lock, single turnout seal, power outage and button seal; among them, the train dispatcher and the assistant dispatcher are both dispatchers; By setting signs, trains are prevented from entering blocked areas, sections or stations where overhead power outages occur, areas where trains cannot pass according to regulations, and areas where equipment is temporarily suspended. Before issuing dispatching orders, it is necessary to confirm that the relevant blocking signs have been correctly set. When a train that has not entered a section is stopped by setting blocking signs, it is necessary to confirm that the blocking signs have been correctly set. After the section is opened, the contact network power supply is restored, or the equipment fault is handled, the relevant signs will be removed, and before removing the relevant signs, it will be confirmed that the section opening and contact network power supply restoration orders have been issued or the causes have been eliminated.

6. The operation behavior control and statistics system of a CTC system according to claim 1, characterized in that: The control of train operation plan layout and adjustment methods through setting methods includes: Planned train routes generate all routes according to the set time period after taking over, including the routes of scheduled trains, temporary additional trains, single trains and other trains running in the daily plan; among them, use the passenger car one-day map function to lay out the routes or manually generate train routes; Train operation plan adjustment method: When issuing a train operation adjustment plan within a set time, the plan is adjusted according to the alarm information content of the operation plan of the operation diagram terminal; when adjusting the sequence of receiving and dispatching trains, it is adjusted by adjusting the train operation line and issuing the plan; after issuing the train operation adjustment plan, the station route sequence list in the decentralized autonomous control mode is checked and confirmed.

7. The operation behavior control and statistics system of a CTC system according to claim 1, characterized in that: The CTC system record information collected includes: command information of manual operation of auxiliary switching terminal and train operation terminal, operation record information of train route sequence table and train window of station diagram, alarm information of train operation plan legality check, operation status information of running line, CTC system clock information, and station equipment status information; The above six types of information are obtained from the CTC system in real time or directly through import.

8. The operation behavior control and statistics system of a CTC system according to claim 1, characterized in that: The input query conditions include: a combination of one or more of date period, time period, shift system, platform type or station, type of station operation mode, and user name; wherein the time period is a specified time period of each day; After the relevant CTC system record information is counted, it is displayed using one or a combination of bar charts, pie charts, and status charts.

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