# Railway Traffic Emergency Management Relying on Image Recognition Technology in the Context of Big Data

Authors: Fei Dong; Yuanyuan Ma
Journal: Computational Intelligence and Neuroscience
 (2022)

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## Abstract

With the full popularity of China’s railwayization process, it has brought about the problem of the management ability of railway traffic safety. Railway traffic safety emergency management capabilities are low. When an accident occurs, clearer data cannot be obtained in the first time to have a general understanding of the accident. Therefore, the problem of organizing rescue has always plagued relevant railway workers. This study aims to study the improvement of railway traffic emergency management based on image recognition technology in the context of big data. To this end, this study proposes image recognition technology based on deep learning, and through the relayout of the railway traffic emergency management system, so that the railway traffic problems can be dealt within time as soon as they occur, and designed an experiment to explore the ability of image recognition. The results of the experiment show that the efficiency of the improved railway traffic emergency management system has increased by 27%, and the recognition capability has increased by 64%. It can very well help current railway workers to carry out emergency management for railway traffic safety.


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## Body

## 1. Introduction

Transportation is an important driving force for economic development, and railway transportation is the main driving force for transportation. Railway transportation plays a basic role in stimulating social and economic development and protection. In today’s China, with the rapid development of the railway transportation industry, railway emergencies frequently occur, which bring more and more serious harm to society. After in-depth digging, it was discovered that there are obvious loopholes and defects in the domestic railway disaster prevention system and organizational structure, application mechanism, and resource guarantee, which will inevitably bring bad effects. Therefore, perfecting the domestic railway traffic emergency management system from a systematic level has a very important fundamental role in the overall rapid development of the domestic social economy.With the rapid development of domestic railway traffic, railway traffic accidents are frequently seen in social life, and this has exposed many loopholes in the construction of railway emergency response systems and accident resolution implementation actions. Therefore, the cause of casualties and losses of personnel and property is not only due to the occurrence of the accident itself. The imperfect emergency response plan, the unfavorable command, the inability to rescue in time, and the lack of relevant medical rescue knowledge are the important reasons for the vicious development of sudden accidents and even the related secondary accidents. Therefore, building a complete accident emergency management system is an important factor in preventing, controlling, and handling accidents. A region or department needs a relatively perfect emergency management system.With the comprehensive popularization of railway construction in China, the total length of railway lines in China has become the world’s number one, and what follows is the emergency safety management of railway traffic. Through the research and application of image recognition technology, the emergency management of railway traffic safety has been greatly improved, and this has made more and more people begin to invest in related research. Luan X proposed distributed optimization, calculated the real-time traffic management efficiency of large railways, and carried out separate planning for each area [1]. Thielen SV proposed a conflict prevention strategy to quickly and efficiently solve the huge and complex railway network security problems [2]. Yongfu pointed out that we urgently need to innovate and improve the past railway traffic safety management model [3]. In his research, Duan Z conducted a careful investigation of the collision on the Metro Line 10 in Shanghai, China, on September 27, 2011, based on data recorded by anonymous mobile phones. He conducted research on the evacuation process of the accident and analyzed the impact of the accident on urban commuting. After analyzing 7 billion cell phone records for 11 days, the author found that the evacuation followed a two-stage pattern [4]. Liu Z believes that the improvement of the urban traffic emergency management system can start with the optimization of the internet of things and network mining technology to improve its response level [5]. Mauro Z developed a sensor to monitor chicken farms but observed some limitations related to the time required to detect hens. In this research, he proposed a major improvement to the sensor. They are achieved through image pattern recognition technology, which is applied to thermal imaging images obtained from the housing system [6]. Zhang R proposed a segmentation algorithm for large-scale flower species identification. His method is based on identifying potential object areas during detection [7]. Wei L believes that in order to quickly determine the effective bentonite content, the selection of the process is very important. He proposed that based on image recognition technology, he developed a fast automatic analyzer for the effective content of bentonite in waste clay sand [8]. Tai F believes that with the continuous development of science and technology, people can apply more and more technologies to the cultivation of children’s abilities. In the process of cultivating children’s abilities, the most important thing is the research on executive function, which is also the research topic of this study. In the past, in the research on children’s executive ability, training methods such as music, mindfulness, and exercise were used to promote the development of executive function in preschool children. While various approaches have yielded some results, researchers have been exploring more comprehensive approaches to effective training. He aims to study how to use image recognition technology to analyze the intervention analysis of break dance to promote executive function in preschool children. To this end, he proposed image recognition technology based on deep learning neural network, and researched, analyzed, and improved related technologies obtained from deep learning. This makes it more suitable for the research topic of this study and to design related experiments and analyses to explore its relevant performance. His experimental results showed that the improved image recognition technique improved the accuracy by 31.2%. The performance of its algorithm has also improved by 21%, which can be very effective in monitoring the performance of preschool children in break dance [9]. The above documents are quite good for the research on image recognition technology and railway traffic emergency management, and the instructions for the use of related technologies are quite detailed. However, the depth of research on image recognition technology is still not enough. Basically, it stays at a shallow level. If want to conduct in-depth research on it, it needs to have a certain understanding of image recognition algorithms.The innovation of this study is based on the theory of system establishment and the technical support of image recognition technology based on deep learning, improving the emergency management system of railway traffic, and improving the image recognition ability and feature extraction efficiency, thereby greatly improving the efficiency of emergency response in the event of a railway accident.


## 2. Railway Traffic Management Methods

### 2.1. Railway Traffic Emergency Management System

#### 2.1.1. System Function Goal

The railway hub train monitoring system monitors the railway tracks, platforms, passages, and other scenes in real time, analyses and processes the monitored sequence images, and recognizes the state of the vehicles in the images. In this way, it is judged that there is an accident or danger at the scene and responds to different levels of alarms according to the identification results. According to the degree of danger, it is divided into three levels, namely, the highest level in red, the more dangerous level in orange, and the safe level in blue. The railway staff take corresponding emergency measures according to the corresponding alarm level to achieve the purpose of reducing the accident rate, thereby greatly improving the safety of railway transportation [10].According to the characteristics of railway transportation and railway trains that need to be guaranteed strong and continuous, the train image monitoring system of railway hubs must have the following characteristics:(1)
Real time: the system requires the ability to collect real-time train images and perform image recognition in real time, so that the real-time situation can be reflected to the staff in order to take emergency measures in time [11]. Therefore, there is no doubt that the system requires extremely high real-time performance.(2)
Accuracy: only accurate image recognition can ensure that the alarm will not be responded to by mistake, not only to ensure the safety of the train but also to ensure that the alarm is correspondingly accurate [12]. Therefore, the judgment of the on-site identification of the railway hub must be accurate and there must be no errors.(3)
Stability: due to the differences in the pros and cons of different monitoring environments, no matter what the environment, the system needs to stably and reliably work for a long time; otherwise, it will bring trouble to the railway passenger transport service [13].


### 2.2. System Design

The train monitoring system is mainly composed of four interconnected parts: display screen, digital hard disk video recorder, high-performance computer, camera, and alarm equipment [14].


#### 2.2.1. Display

Completing one-to-one or one-to-many video surveillance tasks, it can monitor different locations such as railway tracks and platforms in the office to monitor the jurisdiction [15].


#### 2.2.2. Digital Hard Disk Video Recorder

The basic function of a digital hard disk video recorder is to convert analog audio and video signals into MPEG digital signals, store them on the hard disk (HDD), and provide functions corresponding to recording, playing, and managing programs, and voice and alarm interfaces.


#### 2.2.3. Camera

It is mainly responsible for collecting real-time images of trains [16].


#### 2.2.4. Alarm Equipment

The alarm equipment mainly sends out an alarm when the train encounters an accident or is in danger [17]. The structure of the train image monitoring system is shown in Figure 1:Figure 1
Train image monitoring system structure.The train monitoring system captures the train image through the CCD camera and then transmits the moving image sequence to the computer for real-time processing. The system designed in this study includes image capture, preprocessing, background extraction, target detection, postprocessing, train number statistics, etc. [18]. The image recognition process is shown in Figure 2.Figure 2
Image recognition process.Each part has a certain relationship with the previous part, which can be said to have a feedback effect. For example, it can be segmented through preprocessing, and the system is not separated. In order to perform that function, each part effectively plays a role so that it can obtain necessary information from the outside world [19]. This external information refers to the opinions, ideas, and personal laws on handling and solving problems. According to that features of the actual image, an appropriate preprocessing method is adopted. The image is segmented in the recognition part, the feature are extracted, the sizes are classified, and finally the structural information required for analysis is provided. The relationship between image processing and recognition and image understanding is shown in Figure 3.Figure 3
The relationship between image processing and recognition and image understanding.In this system, the result of the whole system is the description and interpretation of the image [20]. Image feature extraction and image classification belong to image recognition, while structure syntax analysis involves the process from image segmentation to image structure analysis. When a new object (image) is fed into the system, it can be explained to show what it is.The train image target detection is located in the lower part of the train image recognition system. Whether the target area of the train image can be extracted from the train image correctly and quickly, this will be the key to the subsequent train target recognition processing [21]. Among them, in the train image recognition of railway hubs studied in this study, the interference of light intensity changes is particularly important [22].Generally speaking, there are two classification methods for moving target detection algorithms. One is divided into indoor scene monitoring and outdoor scene monitoring according to the monitored scene; the other classification method is divided into target detection of static background and moving background according to the image sequence formed by the moving target. When the camera and the scene are relatively static in the video surveillance system, the size and position of the background image will not change at different frame rates [23]. The scene studied in this study belongs to the indoor scene of a railway hub, and the camera and scene are relatively static [24].In railway train image recognition, real-time segmentation of moving targets from train video image sequences is a basic and important link [25]. At present, there are mainly three types of train image detection methods, as shown in Figure 4.Figure 4
Three kinds of train image detection methods.


### 2.3. Image Recognition Technology Based on Deep Learning

Deep learning is a subfield of machine learning, which attempts to abstract deep learning of data through a series of multilayer nonlinear transformations. By stimulating the nervous system of the human brain, a hierarchical model structure similar to the human brain is established, and the input data are extracted step by step to form a more abstract high-level representation.


#### 2.3.1. Neuron Model

Simply put, a neuron node is a nonlinear activation function that receives multiple input values and records them as follows:(1)w=w1,w2,…,wn.Then, the input signal W is weighted and summed to obtain Z. Finally, Z passes through a nonlinear activation function to output the activation value a, as shown in formulas (2) and (3).(2)z=∑i=1nxi∗wi+b,(3)a=fz.Among them,Xi represents the weight parameter, and b is the bias term.


#### 2.3.2. Feedforward Neural Network

Given a group of neurons, we can form a hidden layer or input and output layer, and further connect these layers to form a network. Neural networks can have many topological structures, and the simplest and most commonly used is the feedforward neural network. The data propagation formula of the feedforward neural network is as follows:(4)zl=Wl⋅al−1+bl,al=flzl.We combine the above two formulas to get the following:(5)zl=Wl⋅flzl−1+bl.According to the above formula, the feedforward neural network transfers the input information layer by layer to the next layer, and finally, the output of the network is as follows:(6)w=ao⟶z1⟶a1⟶z2⟶⋯⟶al−1⟶zL⟶aL=y.


#### 2.3.3. Backpropagation Algorithm

In order for the neural network to work normally, we need to train the parameters in the neural network. The most common method is the backpropagation algorithm. In general, as long as there is a large enough dataset and training samples, we can train a well-performing Xianjing network. The objective function is as follows:(7)IW,b=∑i=1NLyi,fxi|W,b+12λWF2,IW,b=∑i=1NJX,b;wi,yi+12λWF2.In order to minimize the weight and bias vector, we modify its parameters, as shown in the following formula:(8)wl=wl−α∂JWb∂Wl,wl=wl−α∑i=1N∂Jw,b;xl,yl∂Wl−λWl,bl=bl−α∂JW,b∂b,bl=bl−α∑i=1N∂Jw,b;xl,yl∂b,where α is the learning rate of the parameter.In order to updateWl, we transform the above formula as follows:(9)∂Jw,b;x,y∂Wijl=tr∂Jw,b;x,y∂zlT∂zl∂Wijl.For theLth layer, we define an error term as follows:(10)δl=∂Jw,b;x,y∂zl∈Rn′.Let us analyze the second item on the right first, because(11)zl=Wl⋅al−1+bl.So we can get the following:(12)∂zl∂Wijl=∂wl,al−1+bl∂Wijl,∂Jw,b;x,y∂Wijl=δlajl−1.We further sort out the following:(13)∂Jw,b;x,y∂Wl=δlal−1T.The same can be obtained as follows:(14)∂Jw,b;x,y∂bl=δl.Next, we further solve the error term of theLth layer as follows:(15)δl=∂Jw,b;x,y∂zl,δl=∂al∂zl∂zl+1∂al∂JW,b;x,y∂zl+1,δl=diagfl′zl⋅Wl+1T⋅δl+1,δl=fl′zlΘWl+1Tδl+1.After calculating the error term of each layer, we can update the parameters according to the gradient of the parameters of each layer, and the training process of the feedforward neural network is basically completed within three steps. The steps are as follows: (1) calculating the state and activation value of each layer according to the forward propagation formula; (2) calculating the error term of each layer according to the backpropagation formula; and (3) calculating the partial derivative of each layer and update parameter.


### 2.4. Railway Traffic Safety Emergency Management

Railway accident analysis and application, with the goal of preventing accidents and faults in advance, integrate the unstructured accident fault text data of various business departments, for example, safety supervision report, accident fault tracking report, accident library, and fault library, and gradually realize the functions of full-text search, feature extraction, intelligent classification, correlation analysis, cause recommendation, key accident fault analysis, and key area analysis of unstructured accident fault text.


#### 2.4.1. Overall Structure

The railway big data service platform mainly includes data collection, storage, management, exchange, sharing, analysis, and visualization systems. Railway accident fault text big data analysis is based on a unified railway big data service platform, applying text big data analysis technology to realize massive unstructured railway accident text data analysis. Railway accident fault text big data analysis application standard system is mainly to clarify the scope of railway accident fault text data, data interface, access method, and the use standard of accident fault terminology. It covers the standard specifications of the whole process of railway accident fault text data collection, storage, analysis, and visualization application. The railway accident fault text big data application guarantee system mainly includes railway safety guarantee, railway talent guarantee, railway evaluation, and assessment guarantee. Railway accident fault text big data analysis application logic architecture is mainly composed of a data source layer, data integration layer, data storage layer, data service layer, data analysis layer, data application layer, visualization layer, data standard system, and data guarantee system. Here, we focus on the data storage layer, data application layer, and visualization layer. Among them, the logic architecture of railway traffic safety management big data analysis application is shown in Figure5.(1)
Data source layer. It is mainly unstructured text data related to accidents and failures, and structured data related to equipment structure, basic information of accidents and failures, and safety-related business system monitoring.(2)
Data integration layer. It is mainly for the data at the data source layer, according to the characteristics of the data type and real-time requirements, and the data are extracted and converted through different collection methods such as ETL tools, JDBC/ODBC, FTP/SFTP, and real-time data collection for storage.(3)
Data storage layer. It is mainly for the data collected by the data integration layer to store the original accident and fault text data in the distributed file system. At the same time, an index is established on the distributed database Elasticsearch, and the content of the unstructured text is stored on Elasticsearch.(4)
Data service layer. It is mainly to realize the processing of railway unstructured accident fault text data and related structured data, and to provide processed data for the analysis of accident fault text.(5)
Data analysis layer. It is the structured data for the structured accident fault text data and the related equipment structure, and the basic information of the accident fault and the monitoring of the safety-related business system after the feature is extracted. The unstructured analysis platform is unstructured data analysis based on Hadoop, Spark, Mahout, Python, TensorFlow, etc. [26].(6)
Data application layer. Through the mining results of the big data analysis application of the accident fault text, the full-text retrieval of the accident fault document is realized.(7)
Data visualization. Through GIS, pie charts, data dashboards, chord charts, character clouds, line charts, etc., the result data of the accident fault analysis are dynamically displayed so that the railway-related staff can view and apply them [27].Figure 5
Logical architecture of railway traffic safety management big data analysis application.


#### 2.4.2. Functional Architecture

Railway accident fault text big data analysis application functions mainly include the following: accident fault feature extraction, accident full-text retrieval, accident failure area, key accident failure analysis, accident failure reason recommendation, accident failure correlation analysis, system management, and other functions. On the basis of a unified railway big data service platform, each function realizes the digital management of railway unstructured accident fault text and the analysis, diagnosis, rectification, management and control, and prevention of the accident fault through the mutual cooperation between the modules, dig out the evolution law of accidents and failures, analyze the main factors of accidents and failures, and prevent the occurrence of similar accidents and failures in the future. The functional architecture diagram of the railway accident fault text big data analysis application is shown in Figure6.Figure 6
The functional architecture of railway traffic emergency management application.The distributed storage of railway accident fault text big data is the basis of railway accident fault text big data analysis application. On this basis, a section of accident fault text description can be converted into a certain type of accident fault, and then based on the accident fault entity and cause entity data extracted from the railway accident fault feature, the relevant analysis and cause intelligent recommendation of the railway accident fault can be realized. The analysis of key accidents and the failure areas of frequent accidents are mainly based on the dynamic display of structured data after the extraction of the characteristics of railway accidents and the use of character clouds. System management is mainly to realize the management of functional authority, data authority, user management, etc. of different professional users.


## 2.1. Railway Traffic Emergency Management System

### 2.1.1. System Function Goal

The railway hub train monitoring system monitors the railway tracks, platforms, passages, and other scenes in real time, analyses and processes the monitored sequence images, and recognizes the state of the vehicles in the images. In this way, it is judged that there is an accident or danger at the scene and responds to different levels of alarms according to the identification results. According to the degree of danger, it is divided into three levels, namely, the highest level in red, the more dangerous level in orange, and the safe level in blue. The railway staff take corresponding emergency measures according to the corresponding alarm level to achieve the purpose of reducing the accident rate, thereby greatly improving the safety of railway transportation [10].According to the characteristics of railway transportation and railway trains that need to be guaranteed strong and continuous, the train image monitoring system of railway hubs must have the following characteristics:(1)
Real time: the system requires the ability to collect real-time train images and perform image recognition in real time, so that the real-time situation can be reflected to the staff in order to take emergency measures in time [11]. Therefore, there is no doubt that the system requires extremely high real-time performance.(2)
Accuracy: only accurate image recognition can ensure that the alarm will not be responded to by mistake, not only to ensure the safety of the train but also to ensure that the alarm is correspondingly accurate [12]. Therefore, the judgment of the on-site identification of the railway hub must be accurate and there must be no errors.(3)
Stability: due to the differences in the pros and cons of different monitoring environments, no matter what the environment, the system needs to stably and reliably work for a long time; otherwise, it will bring trouble to the railway passenger transport service [13].


## 2.1.1. System Function Goal

The railway hub train monitoring system monitors the railway tracks, platforms, passages, and other scenes in real time, analyses and processes the monitored sequence images, and recognizes the state of the vehicles in the images. In this way, it is judged that there is an accident or danger at the scene and responds to different levels of alarms according to the identification results. According to the degree of danger, it is divided into three levels, namely, the highest level in red, the more dangerous level in orange, and the safe level in blue. The railway staff take corresponding emergency measures according to the corresponding alarm level to achieve the purpose of reducing the accident rate, thereby greatly improving the safety of railway transportation [10].According to the characteristics of railway transportation and railway trains that need to be guaranteed strong and continuous, the train image monitoring system of railway hubs must have the following characteristics:(1)
Real time: the system requires the ability to collect real-time train images and perform image recognition in real time, so that the real-time situation can be reflected to the staff in order to take emergency measures in time [11]. Therefore, there is no doubt that the system requires extremely high real-time performance.(2)
Accuracy: only accurate image recognition can ensure that the alarm will not be responded to by mistake, not only to ensure the safety of the train but also to ensure that the alarm is correspondingly accurate [12]. Therefore, the judgment of the on-site identification of the railway hub must be accurate and there must be no errors.(3)
Stability: due to the differences in the pros and cons of different monitoring environments, no matter what the environment, the system needs to stably and reliably work for a long time; otherwise, it will bring trouble to the railway passenger transport service [13].


## 2.2. System Design

The train monitoring system is mainly composed of four interconnected parts: display screen, digital hard disk video recorder, high-performance computer, camera, and alarm equipment [14].


### 2.2.1. Display

Completing one-to-one or one-to-many video surveillance tasks, it can monitor different locations such as railway tracks and platforms in the office to monitor the jurisdiction [15].


### 2.2.2. Digital Hard Disk Video Recorder

The basic function of a digital hard disk video recorder is to convert analog audio and video signals into MPEG digital signals, store them on the hard disk (HDD), and provide functions corresponding to recording, playing, and managing programs, and voice and alarm interfaces.


### 2.2.3. Camera

It is mainly responsible for collecting real-time images of trains [16].


### 2.2.4. Alarm Equipment

The alarm equipment mainly sends out an alarm when the train encounters an accident or is in danger [17]. The structure of the train image monitoring system is shown in Figure 1:Figure 1
Train image monitoring system structure.The train monitoring system captures the train image through the CCD camera and then transmits the moving image sequence to the computer for real-time processing. The system designed in this study includes image capture, preprocessing, background extraction, target detection, postprocessing, train number statistics, etc. [18]. The image recognition process is shown in Figure 2.Figure 2
Image recognition process.Each part has a certain relationship with the previous part, which can be said to have a feedback effect. For example, it can be segmented through preprocessing, and the system is not separated. In order to perform that function, each part effectively plays a role so that it can obtain necessary information from the outside world [19]. This external information refers to the opinions, ideas, and personal laws on handling and solving problems. According to that features of the actual image, an appropriate preprocessing method is adopted. The image is segmented in the recognition part, the feature are extracted, the sizes are classified, and finally the structural information required for analysis is provided. The relationship between image processing and recognition and image understanding is shown in Figure 3.Figure 3
The relationship between image processing and recognition and image understanding.In this system, the result of the whole system is the description and interpretation of the image [20]. Image feature extraction and image classification belong to image recognition, while structure syntax analysis involves the process from image segmentation to image structure analysis. When a new object (image) is fed into the system, it can be explained to show what it is.The train image target detection is located in the lower part of the train image recognition system. Whether the target area of the train image can be extracted from the train image correctly and quickly, this will be the key to the subsequent train target recognition processing [21]. Among them, in the train image recognition of railway hubs studied in this study, the interference of light intensity changes is particularly important [22].Generally speaking, there are two classification methods for moving target detection algorithms. One is divided into indoor scene monitoring and outdoor scene monitoring according to the monitored scene; the other classification method is divided into target detection of static background and moving background according to the image sequence formed by the moving target. When the camera and the scene are relatively static in the video surveillance system, the size and position of the background image will not change at different frame rates [23]. The scene studied in this study belongs to the indoor scene of a railway hub, and the camera and scene are relatively static [24].In railway train image recognition, real-time segmentation of moving targets from train video image sequences is a basic and important link [25]. At present, there are mainly three types of train image detection methods, as shown in Figure 4.Figure 4
Three kinds of train image detection methods.


## 2.2.1. Display

Completing one-to-one or one-to-many video surveillance tasks, it can monitor different locations such as railway tracks and platforms in the office to monitor the jurisdiction [15].


## 2.2.2. Digital Hard Disk Video Recorder

The basic function of a digital hard disk video recorder is to convert analog audio and video signals into MPEG digital signals, store them on the hard disk (HDD), and provide functions corresponding to recording, playing, and managing programs, and voice and alarm interfaces.


## 2.2.3. Camera

It is mainly responsible for collecting real-time images of trains [16].


## 2.2.4. Alarm Equipment

The alarm equipment mainly sends out an alarm when the train encounters an accident or is in danger [17]. The structure of the train image monitoring system is shown in Figure 1:Figure 1
Train image monitoring system structure.The train monitoring system captures the train image through the CCD camera and then transmits the moving image sequence to the computer for real-time processing. The system designed in this study includes image capture, preprocessing, background extraction, target detection, postprocessing, train number statistics, etc. [18]. The image recognition process is shown in Figure 2.Figure 2
Image recognition process.Each part has a certain relationship with the previous part, which can be said to have a feedback effect. For example, it can be segmented through preprocessing, and the system is not separated. In order to perform that function, each part effectively plays a role so that it can obtain necessary information from the outside world [19]. This external information refers to the opinions, ideas, and personal laws on handling and solving problems. According to that features of the actual image, an appropriate preprocessing method is adopted. The image is segmented in the recognition part, the feature are extracted, the sizes are classified, and finally the structural information required for analysis is provided. The relationship between image processing and recognition and image understanding is shown in Figure 3.Figure 3
The relationship between image processing and recognition and image understanding.In this system, the result of the whole system is the description and interpretation of the image [20]. Image feature extraction and image classification belong to image recognition, while structure syntax analysis involves the process from image segmentation to image structure analysis. When a new object (image) is fed into the system, it can be explained to show what it is.The train image target detection is located in the lower part of the train image recognition system. Whether the target area of the train image can be extracted from the train image correctly and quickly, this will be the key to the subsequent train target recognition processing [21]. Among them, in the train image recognition of railway hubs studied in this study, the interference of light intensity changes is particularly important [22].Generally speaking, there are two classification methods for moving target detection algorithms. One is divided into indoor scene monitoring and outdoor scene monitoring according to the monitored scene; the other classification method is divided into target detection of static background and moving background according to the image sequence formed by the moving target. When the camera and the scene are relatively static in the video surveillance system, the size and position of the background image will not change at different frame rates [23]. The scene studied in this study belongs to the indoor scene of a railway hub, and the camera and scene are relatively static [24].In railway train image recognition, real-time segmentation of moving targets from train video image sequences is a basic and important link [25]. At present, there are mainly three types of train image detection methods, as shown in Figure 4.Figure 4
Three kinds of train image detection methods.


## 2.3. Image Recognition Technology Based on Deep Learning

Deep learning is a subfield of machine learning, which attempts to abstract deep learning of data through a series of multilayer nonlinear transformations. By stimulating the nervous system of the human brain, a hierarchical model structure similar to the human brain is established, and the input data are extracted step by step to form a more abstract high-level representation.


### 2.3.1. Neuron Model

Simply put, a neuron node is a nonlinear activation function that receives multiple input values and records them as follows:(1)w=w1,w2,…,wn.Then, the input signal W is weighted and summed to obtain Z. Finally, Z passes through a nonlinear activation function to output the activation value a, as shown in formulas (2) and (3).(2)z=∑i=1nxi∗wi+b,(3)a=fz.Among them,Xi represents the weight parameter, and b is the bias term.


### 2.3.2. Feedforward Neural Network

Given a group of neurons, we can form a hidden layer or input and output layer, and further connect these layers to form a network. Neural networks can have many topological structures, and the simplest and most commonly used is the feedforward neural network. The data propagation formula of the feedforward neural network is as follows:(4)zl=Wl⋅al−1+bl,al=flzl.We combine the above two formulas to get the following:(5)zl=Wl⋅flzl−1+bl.According to the above formula, the feedforward neural network transfers the input information layer by layer to the next layer, and finally, the output of the network is as follows:(6)w=ao⟶z1⟶a1⟶z2⟶⋯⟶al−1⟶zL⟶aL=y.


### 2.3.3. Backpropagation Algorithm

In order for the neural network to work normally, we need to train the parameters in the neural network. The most common method is the backpropagation algorithm. In general, as long as there is a large enough dataset and training samples, we can train a well-performing Xianjing network. The objective function is as follows:(7)IW,b=∑i=1NLyi,fxi|W,b+12λWF2,IW,b=∑i=1NJX,b;wi,yi+12λWF2.In order to minimize the weight and bias vector, we modify its parameters, as shown in the following formula:(8)wl=wl−α∂JWb∂Wl,wl=wl−α∑i=1N∂Jw,b;xl,yl∂Wl−λWl,bl=bl−α∂JW,b∂b,bl=bl−α∑i=1N∂Jw,b;xl,yl∂b,where α is the learning rate of the parameter.In order to updateWl, we transform the above formula as follows:(9)∂Jw,b;x,y∂Wijl=tr∂Jw,b;x,y∂zlT∂zl∂Wijl.For theLth layer, we define an error term as follows:(10)δl=∂Jw,b;x,y∂zl∈Rn′.Let us analyze the second item on the right first, because(11)zl=Wl⋅al−1+bl.So we can get the following:(12)∂zl∂Wijl=∂wl,al−1+bl∂Wijl,∂Jw,b;x,y∂Wijl=δlajl−1.We further sort out the following:(13)∂Jw,b;x,y∂Wl=δlal−1T.The same can be obtained as follows:(14)∂Jw,b;x,y∂bl=δl.Next, we further solve the error term of theLth layer as follows:(15)δl=∂Jw,b;x,y∂zl,δl=∂al∂zl∂zl+1∂al∂JW,b;x,y∂zl+1,δl=diagfl′zl⋅Wl+1T⋅δl+1,δl=fl′zlΘWl+1Tδl+1.After calculating the error term of each layer, we can update the parameters according to the gradient of the parameters of each layer, and the training process of the feedforward neural network is basically completed within three steps. The steps are as follows: (1) calculating the state and activation value of each layer according to the forward propagation formula; (2) calculating the error term of each layer according to the backpropagation formula; and (3) calculating the partial derivative of each layer and update parameter.


## 2.3.1. Neuron Model

Simply put, a neuron node is a nonlinear activation function that receives multiple input values and records them as follows:(1)w=w1,w2,…,wn.Then, the input signal W is weighted and summed to obtain Z. Finally, Z passes through a nonlinear activation function to output the activation value a, as shown in formulas (2) and (3).(2)z=∑i=1nxi∗wi+b,(3)a=fz.Among them,Xi represents the weight parameter, and b is the bias term.


## 2.3.2. Feedforward Neural Network

Given a group of neurons, we can form a hidden layer or input and output layer, and further connect these layers to form a network. Neural networks can have many topological structures, and the simplest and most commonly used is the feedforward neural network. The data propagation formula of the feedforward neural network is as follows:(4)zl=Wl⋅al−1+bl,al=flzl.We combine the above two formulas to get the following:(5)zl=Wl⋅flzl−1+bl.According to the above formula, the feedforward neural network transfers the input information layer by layer to the next layer, and finally, the output of the network is as follows:(6)w=ao⟶z1⟶a1⟶z2⟶⋯⟶al−1⟶zL⟶aL=y.


## 2.3.3. Backpropagation Algorithm

In order for the neural network to work normally, we need to train the parameters in the neural network. The most common method is the backpropagation algorithm. In general, as long as there is a large enough dataset and training samples, we can train a well-performing Xianjing network. The objective function is as follows:(7)IW,b=∑i=1NLyi,fxi|W,b+12λWF2,IW,b=∑i=1NJX,b;wi,yi+12λWF2.In order to minimize the weight and bias vector, we modify its parameters, as shown in the following formula:(8)wl=wl−α∂JWb∂Wl,wl=wl−α∑i=1N∂Jw,b;xl,yl∂Wl−λWl,bl=bl−α∂JW,b∂b,bl=bl−α∑i=1N∂Jw,b;xl,yl∂b,where α is the learning rate of the parameter.In order to updateWl, we transform the above formula as follows:(9)∂Jw,b;x,y∂Wijl=tr∂Jw,b;x,y∂zlT∂zl∂Wijl.For theLth layer, we define an error term as follows:(10)δl=∂Jw,b;x,y∂zl∈Rn′.Let us analyze the second item on the right first, because(11)zl=Wl⋅al−1+bl.So we can get the following:(12)∂zl∂Wijl=∂wl,al−1+bl∂Wijl,∂Jw,b;x,y∂Wijl=δlajl−1.We further sort out the following:(13)∂Jw,b;x,y∂Wl=δlal−1T.The same can be obtained as follows:(14)∂Jw,b;x,y∂bl=δl.Next, we further solve the error term of theLth layer as follows:(15)δl=∂Jw,b;x,y∂zl,δl=∂al∂zl∂zl+1∂al∂JW,b;x,y∂zl+1,δl=diagfl′zl⋅Wl+1T⋅δl+1,δl=fl′zlΘWl+1Tδl+1.After calculating the error term of each layer, we can update the parameters according to the gradient of the parameters of each layer, and the training process of the feedforward neural network is basically completed within three steps. The steps are as follows: (1) calculating the state and activation value of each layer according to the forward propagation formula; (2) calculating the error term of each layer according to the backpropagation formula; and (3) calculating the partial derivative of each layer and update parameter.


## 2.4. Railway Traffic Safety Emergency Management

Railway accident analysis and application, with the goal of preventing accidents and faults in advance, integrate the unstructured accident fault text data of various business departments, for example, safety supervision report, accident fault tracking report, accident library, and fault library, and gradually realize the functions of full-text search, feature extraction, intelligent classification, correlation analysis, cause recommendation, key accident fault analysis, and key area analysis of unstructured accident fault text.


### 2.4.1. Overall Structure

The railway big data service platform mainly includes data collection, storage, management, exchange, sharing, analysis, and visualization systems. Railway accident fault text big data analysis is based on a unified railway big data service platform, applying text big data analysis technology to realize massive unstructured railway accident text data analysis. Railway accident fault text big data analysis application standard system is mainly to clarify the scope of railway accident fault text data, data interface, access method, and the use standard of accident fault terminology. It covers the standard specifications of the whole process of railway accident fault text data collection, storage, analysis, and visualization application. The railway accident fault text big data application guarantee system mainly includes railway safety guarantee, railway talent guarantee, railway evaluation, and assessment guarantee. Railway accident fault text big data analysis application logic architecture is mainly composed of a data source layer, data integration layer, data storage layer, data service layer, data analysis layer, data application layer, visualization layer, data standard system, and data guarantee system. Here, we focus on the data storage layer, data application layer, and visualization layer. Among them, the logic architecture of railway traffic safety management big data analysis application is shown in Figure5.(1)
Data source layer. It is mainly unstructured text data related to accidents and failures, and structured data related to equipment structure, basic information of accidents and failures, and safety-related business system monitoring.(2)
Data integration layer. It is mainly for the data at the data source layer, according to the characteristics of the data type and real-time requirements, and the data are extracted and converted through different collection methods such as ETL tools, JDBC/ODBC, FTP/SFTP, and real-time data collection for storage.(3)
Data storage layer. It is mainly for the data collected by the data integration layer to store the original accident and fault text data in the distributed file system. At the same time, an index is established on the distributed database Elasticsearch, and the content of the unstructured text is stored on Elasticsearch.(4)
Data service layer. It is mainly to realize the processing of railway unstructured accident fault text data and related structured data, and to provide processed data for the analysis of accident fault text.(5)
Data analysis layer. It is the structured data for the structured accident fault text data and the related equipment structure, and the basic information of the accident fault and the monitoring of the safety-related business system after the feature is extracted. The unstructured analysis platform is unstructured data analysis based on Hadoop, Spark, Mahout, Python, TensorFlow, etc. [26].(6)
Data application layer. Through the mining results of the big data analysis application of the accident fault text, the full-text retrieval of the accident fault document is realized.(7)
Data visualization. Through GIS, pie charts, data dashboards, chord charts, character clouds, line charts, etc., the result data of the accident fault analysis are dynamically displayed so that the railway-related staff can view and apply them [27].Figure 5
Logical architecture of railway traffic safety management big data analysis application.


### 2.4.2. Functional Architecture

Railway accident fault text big data analysis application functions mainly include the following: accident fault feature extraction, accident full-text retrieval, accident failure area, key accident failure analysis, accident failure reason recommendation, accident failure correlation analysis, system management, and other functions. On the basis of a unified railway big data service platform, each function realizes the digital management of railway unstructured accident fault text and the analysis, diagnosis, rectification, management and control, and prevention of the accident fault through the mutual cooperation between the modules, dig out the evolution law of accidents and failures, analyze the main factors of accidents and failures, and prevent the occurrence of similar accidents and failures in the future. The functional architecture diagram of the railway accident fault text big data analysis application is shown in Figure6.Figure 6
The functional architecture of railway traffic emergency management application.The distributed storage of railway accident fault text big data is the basis of railway accident fault text big data analysis application. On this basis, a section of accident fault text description can be converted into a certain type of accident fault, and then based on the accident fault entity and cause entity data extracted from the railway accident fault feature, the relevant analysis and cause intelligent recommendation of the railway accident fault can be realized. The analysis of key accidents and the failure areas of frequent accidents are mainly based on the dynamic display of structured data after the extraction of the characteristics of railway accidents and the use of character clouds. System management is mainly to realize the management of functional authority, data authority, user management, etc. of different professional users.


## 2.4.1. Overall Structure

The railway big data service platform mainly includes data collection, storage, management, exchange, sharing, analysis, and visualization systems. Railway accident fault text big data analysis is based on a unified railway big data service platform, applying text big data analysis technology to realize massive unstructured railway accident text data analysis. Railway accident fault text big data analysis application standard system is mainly to clarify the scope of railway accident fault text data, data interface, access method, and the use standard of accident fault terminology. It covers the standard specifications of the whole process of railway accident fault text data collection, storage, analysis, and visualization application. The railway accident fault text big data application guarantee system mainly includes railway safety guarantee, railway talent guarantee, railway evaluation, and assessment guarantee. Railway accident fault text big data analysis application logic architecture is mainly composed of a data source layer, data integration layer, data storage layer, data service layer, data analysis layer, data application layer, visualization layer, data standard system, and data guarantee system. Here, we focus on the data storage layer, data application layer, and visualization layer. Among them, the logic architecture of railway traffic safety management big data analysis application is shown in Figure5.(1)
Data source layer. It is mainly unstructured text data related to accidents and failures, and structured data related to equipment structure, basic information of accidents and failures, and safety-related business system monitoring.(2)
Data integration layer. It is mainly for the data at the data source layer, according to the characteristics of the data type and real-time requirements, and the data are extracted and converted through different collection methods such as ETL tools, JDBC/ODBC, FTP/SFTP, and real-time data collection for storage.(3)
Data storage layer. It is mainly for the data collected by the data integration layer to store the original accident and fault text data in the distributed file system. At the same time, an index is established on the distributed database Elasticsearch, and the content of the unstructured text is stored on Elasticsearch.(4)
Data service layer. It is mainly to realize the processing of railway unstructured accident fault text data and related structured data, and to provide processed data for the analysis of accident fault text.(5)
Data analysis layer. It is the structured data for the structured accident fault text data and the related equipment structure, and the basic information of the accident fault and the monitoring of the safety-related business system after the feature is extracted. The unstructured analysis platform is unstructured data analysis based on Hadoop, Spark, Mahout, Python, TensorFlow, etc. [26].(6)
Data application layer. Through the mining results of the big data analysis application of the accident fault text, the full-text retrieval of the accident fault document is realized.(7)
Data visualization. Through GIS, pie charts, data dashboards, chord charts, character clouds, line charts, etc., the result data of the accident fault analysis are dynamically displayed so that the railway-related staff can view and apply them [27].Figure 5
Logical architecture of railway traffic safety management big data analysis application.


## 2.4.2. Functional Architecture

Railway accident fault text big data analysis application functions mainly include the following: accident fault feature extraction, accident full-text retrieval, accident failure area, key accident failure analysis, accident failure reason recommendation, accident failure correlation analysis, system management, and other functions. On the basis of a unified railway big data service platform, each function realizes the digital management of railway unstructured accident fault text and the analysis, diagnosis, rectification, management and control, and prevention of the accident fault through the mutual cooperation between the modules, dig out the evolution law of accidents and failures, analyze the main factors of accidents and failures, and prevent the occurrence of similar accidents and failures in the future. The functional architecture diagram of the railway accident fault text big data analysis application is shown in Figure6.Figure 6
The functional architecture of railway traffic emergency management application.The distributed storage of railway accident fault text big data is the basis of railway accident fault text big data analysis application. On this basis, a section of accident fault text description can be converted into a certain type of accident fault, and then based on the accident fault entity and cause entity data extracted from the railway accident fault feature, the relevant analysis and cause intelligent recommendation of the railway accident fault can be realized. The analysis of key accidents and the failure areas of frequent accidents are mainly based on the dynamic display of structured data after the extraction of the characteristics of railway accidents and the use of character clouds. System management is mainly to realize the management of functional authority, data authority, user management, etc. of different professional users.


## 3. Train Number Image Recognition Experiment

### 3.1. Train Number Character Recognition Test

In the experiment of character recognition, the three types of characters, namely, Chinese characters, English letters, and numbers, are trained with 320 images of each type, and the training model is obtained by using the OC-SVM classifier and the MC-SVM classifier joint classifier. During the test, 1200, 1200, and 2400 images of Chinese characters, English letters, and numbers were taken, respectively, for testing. The results are shown in Table1.Table 1
Character recognition results.
Character typeNumber of samplesCorrect numberNumber of errorsCorrect rate (%)Man120011722897.7Letter120011802098.3Number240023703098.8From the data results shown in Table1, it is not difficult to see that the recognition rate for the three different characters is still relatively high. According to the recognition results, we can calculate the recognition rate, as shown in Table 2.Table 2
Train number recognition results.
Train number compositionCorrect rateChinese characterLetterNumber41390.34%51490.94%61590.52%From the data results shown in Table2, it can meet the requirements of the application.


### 3.2. Comparison of Test Results of Recognition Algorithms in Multiple Environments

The correct rate and error rate are compared with the number character recognition algorithm based on template matching, train number feature, and image recognition. The number of train number image samples participating in the test is 1000, and the results are shown in Table3.Table 3
Comparison of correct rate.
Number character recognition algorithmCorrect numberCorrect rate (%)Number of errorsError rate (%)Template-based86486.413613.6Feature-based85985.914114.1Based on neural network87787.712312.3Image-based recognition92192.1797.9From the data results shown in Table3, it can be seen that the correct rate of the algorithm proposed in this study is the highest among several algorithms, which proves that the algorithm has practical application value.


## 3.1. Train Number Character Recognition Test

In the experiment of character recognition, the three types of characters, namely, Chinese characters, English letters, and numbers, are trained with 320 images of each type, and the training model is obtained by using the OC-SVM classifier and the MC-SVM classifier joint classifier. During the test, 1200, 1200, and 2400 images of Chinese characters, English letters, and numbers were taken, respectively, for testing. The results are shown in Table1.Table 1
Character recognition results.
Character typeNumber of samplesCorrect numberNumber of errorsCorrect rate (%)Man120011722897.7Letter120011802098.3Number240023703098.8From the data results shown in Table1, it is not difficult to see that the recognition rate for the three different characters is still relatively high. According to the recognition results, we can calculate the recognition rate, as shown in Table 2.Table 2
Train number recognition results.
Train number compositionCorrect rateChinese characterLetterNumber41390.34%51490.94%61590.52%From the data results shown in Table2, it can meet the requirements of the application.


## 3.2. Comparison of Test Results of Recognition Algorithms in Multiple Environments

The correct rate and error rate are compared with the number character recognition algorithm based on template matching, train number feature, and image recognition. The number of train number image samples participating in the test is 1000, and the results are shown in Table3.Table 3
Comparison of correct rate.
Number character recognition algorithmCorrect numberCorrect rate (%)Number of errorsError rate (%)Template-based86486.413613.6Feature-based85985.914114.1Based on neural network87787.712312.3Image-based recognition92192.1797.9From the data results shown in Table3, it can be seen that the correct rate of the algorithm proposed in this study is the highest among several algorithms, which proves that the algorithm has practical application value.


## 4. Recognition Efficiency and Accuracy

### 4.1. Experimental Analysis Based on the Integrated Fault Classification Model

#### 4.1.1. BiGRU and BiLSTM Overall Weight Distribution

The training set and the verification set synthesized by ADASYN are extracted and expressed by TF-IDF and input into the BiGRU and BiLSTM network for training. The loss function value of the first-level training process is shown in Figure7.Figure 7
First-level classification training under two different weights.In order to view the change in the loss function value in the second-level training process, we compare it with the change in the loss function value in the first-level training process and explore the law of its change. This study designs an experiment to train it, and the results are shown in Figure8:Figure 8
Changes in the loss function value of the secondary training process.From the comparison in Figure8, it can be seen that the loss function of the second-level classification is smaller than that of the first-level classification.AfterK = 5 times of training, 30% of real samples are used to evaluate the BiGRU and BiLSTM training models. The evaluation results are shown in Table 4:Table 4
Accuracy training results.
MethodLevelAccuracyRecall rateF1 valueADASYN + BiGRUFirst-level fault classification0.87260.88190.8773Secondary fault classification0.78260.74310.7689ADASYN + BiLSTMFirst-level fault classification0.86220.87590.8619Secondary fault classification0.76240.75380.7519BiGRUFirst-level fault classification0.73360.70940.7245Secondary fault classification0.70830.67220.6893BiLSTMFirst-level fault classification0.69320.71220.7011Secondary fault classification0.63140.62350.6287


### 4.2. Classification of Integrated Models

It can be concluded from the above experiments that the weight of each category of image recognition and BiGRU should be higher than the overall weight of BiLSTM. Different overall weights are given to BiGRU and BiLSTM, the two image recognitions are combined by combining weights, and the output of the two networks will be recalculated to obtain a common classification prediction result. The classification index of the model is shown in Figure9:Figure 9
Integrated model evaluation index values under different overall weight distribution.The representative algorithm of integrated image recognition model bagging is the random forest, and the representative algorithm of boosting is gradient boosting tree. It can be seen from Table5 that the image recognition integrated model designed in this study has a significantly higher evaluation index than the mature integrated recognition algorithms RF and GBDT.Table 5
Experimental results of ensemble model classification.
MethodLevelAccuracyRecall rateF1 valueRFFirst-level fault classification0.85490.84330.8429Secondary fault classification0.75130.76480.7549GBDTFirst-level fault classification0.85160.83470.8499Secondary fault classification0.76130.74590.7594Integrated modelFirst-level fault classification0.91240.93450.9248Secondary fault classification0.85490.86140.8536


### 4.3. Feature Extraction Analysis in Different Environments

This section is based on a self-built train number image library. For number recognition, a feature extraction method with rotation invariance and scale invariance is selected, that is, improved SIFT feature extraction. Because the train recognition is affected by the natural environment, rain and snow when capturing the image, the interference items of the image must be removed. At the same time, the image capture is performed on the wireless client, which requires the image to have a certain degree of adaptability to its own rotation and scaling, and the improved SIFT feature satisfies these performance requirements well.In order to meet a wider range of actual matching marks, this study divides the images to be matched into two types of simple images and complex images for experimental testing. The test result is shown in Figure10.Figure 10
Feature vector extraction in different environments.Through the understanding of Figure10, we can see that in terms of the accuracy of feature extraction, basically all extraction methods can reach more than 85%, but the relative advantage of SIFT is more obvious.


## 4.1. Experimental Analysis Based on the Integrated Fault Classification Model

### 4.1.1. BiGRU and BiLSTM Overall Weight Distribution

The training set and the verification set synthesized by ADASYN are extracted and expressed by TF-IDF and input into the BiGRU and BiLSTM network for training. The loss function value of the first-level training process is shown in Figure7.Figure 7
First-level classification training under two different weights.In order to view the change in the loss function value in the second-level training process, we compare it with the change in the loss function value in the first-level training process and explore the law of its change. This study designs an experiment to train it, and the results are shown in Figure8:Figure 8
Changes in the loss function value of the secondary training process.From the comparison in Figure8, it can be seen that the loss function of the second-level classification is smaller than that of the first-level classification.AfterK = 5 times of training, 30% of real samples are used to evaluate the BiGRU and BiLSTM training models. The evaluation results are shown in Table 4:Table 4
Accuracy training results.
MethodLevelAccuracyRecall rateF1 valueADASYN + BiGRUFirst-level fault classification0.87260.88190.8773Secondary fault classification0.78260.74310.7689ADASYN + BiLSTMFirst-level fault classification0.86220.87590.8619Secondary fault classification0.76240.75380.7519BiGRUFirst-level fault classification0.73360.70940.7245Secondary fault classification0.70830.67220.6893BiLSTMFirst-level fault classification0.69320.71220.7011Secondary fault classification0.63140.62350.6287


## 4.1.1. BiGRU and BiLSTM Overall Weight Distribution

The training set and the verification set synthesized by ADASYN are extracted and expressed by TF-IDF and input into the BiGRU and BiLSTM network for training. The loss function value of the first-level training process is shown in Figure7.Figure 7
First-level classification training under two different weights.In order to view the change in the loss function value in the second-level training process, we compare it with the change in the loss function value in the first-level training process and explore the law of its change. This study designs an experiment to train it, and the results are shown in Figure8:Figure 8
Changes in the loss function value of the secondary training process.From the comparison in Figure8, it can be seen that the loss function of the second-level classification is smaller than that of the first-level classification.AfterK = 5 times of training, 30% of real samples are used to evaluate the BiGRU and BiLSTM training models. The evaluation results are shown in Table 4:Table 4
Accuracy training results.
MethodLevelAccuracyRecall rateF1 valueADASYN + BiGRUFirst-level fault classification0.87260.88190.8773Secondary fault classification0.78260.74310.7689ADASYN + BiLSTMFirst-level fault classification0.86220.87590.8619Secondary fault classification0.76240.75380.7519BiGRUFirst-level fault classification0.73360.70940.7245Secondary fault classification0.70830.67220.6893BiLSTMFirst-level fault classification0.69320.71220.7011Secondary fault classification0.63140.62350.6287


## 4.2. Classification of Integrated Models

It can be concluded from the above experiments that the weight of each category of image recognition and BiGRU should be higher than the overall weight of BiLSTM. Different overall weights are given to BiGRU and BiLSTM, the two image recognitions are combined by combining weights, and the output of the two networks will be recalculated to obtain a common classification prediction result. The classification index of the model is shown in Figure9:Figure 9
Integrated model evaluation index values under different overall weight distribution.The representative algorithm of integrated image recognition model bagging is the random forest, and the representative algorithm of boosting is gradient boosting tree. It can be seen from Table5 that the image recognition integrated model designed in this study has a significantly higher evaluation index than the mature integrated recognition algorithms RF and GBDT.Table 5
Experimental results of ensemble model classification.
MethodLevelAccuracyRecall rateF1 valueRFFirst-level fault classification0.85490.84330.8429Secondary fault classification0.75130.76480.7549GBDTFirst-level fault classification0.85160.83470.8499Secondary fault classification0.76130.74590.7594Integrated modelFirst-level fault classification0.91240.93450.9248Secondary fault classification0.85490.86140.8536


## 4.3. Feature Extraction Analysis in Different Environments

This section is based on a self-built train number image library. For number recognition, a feature extraction method with rotation invariance and scale invariance is selected, that is, improved SIFT feature extraction. Because the train recognition is affected by the natural environment, rain and snow when capturing the image, the interference items of the image must be removed. At the same time, the image capture is performed on the wireless client, which requires the image to have a certain degree of adaptability to its own rotation and scaling, and the improved SIFT feature satisfies these performance requirements well.In order to meet a wider range of actual matching marks, this study divides the images to be matched into two types of simple images and complex images for experimental testing. The test result is shown in Figure10.Figure 10
Feature vector extraction in different environments.Through the understanding of Figure10, we can see that in terms of the accuracy of feature extraction, basically all extraction methods can reach more than 85%, but the relative advantage of SIFT is more obvious.


## 5. Conclusions

This study is mainly about the research of railway traffic emergency management, through the use of image recognition technology under the background of big data to improve the accident risk monitoring in the actual train operation process. For image recognition technology, this study uses image recognition technology based on deep learning to identify traffic emergency handling problems during train operation. When an accident occurs, the train number can be effectively identified, and the identification ability in the identification process is analyzed and explored experimentally. The results show that the improved image recognition technology based on deep learning has increased the recognition ability of trains by 64%, and the efficiency of emergency handling of railway traffic safety has increased by 27%, which effectively solves the monitoring and management capabilities for railway traffic safety, and improves the efficiency of emergency accident handling.



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*Source: 1920196-2022-06-30.xml*