Railway power supply device emergency repair path planning optimization method

Abstract

The application discloses a railway power supply equipment emergency repair path planning optimization method, and particularly relates to the technical field of railway repair scheduling, which receives initial information of railway power supply equipment faults, converts equipment positions and line positions into unified equipment identifiers and line position identifiers, and determines an electrical fault range in combination with power supply equipment account books, power supply system diagrams, feeder power supply relationships, switch opening and closing states and protection action ranges; maps the electrical fault range to a GIS line topology, determines a physical repair section and screens candidate entry points; generates candidate repair paths with the candidate entry points as field entry targets, and associates a safe operation face formation condition with each candidate repair path; determines a safe operation face formation time according to road arrival information, resource arrival information, operation permission information and field safety preparation information, and determines a recommended repair path accordingly. The application can improve the executability of the repair path and the repair coordination efficiency.

Description

Technical Field

[0001] This invention relates to the field of railway emergency repair and dispatching technology, and more specifically, to a method for optimizing emergency repair routes for railway power supply equipment. Background Technology

[0002] When railway power supply equipment fails, it is typically necessary to determine the affected track section, kilometer markers, equipment location, and power supply range based on SCADA messages, dispatch registration information, workshop or work area reports, and on-site feedback. Then, repair personnel, vehicles, tools, and spare parts are organized to proceed to the site. Existing emergency repair dispatch methods can now combine GIS maps, road networks, repair work area locations, and vehicle positioning information to generate travel routes to the vicinity of the fault point, thereby shortening repair response time.

[0003] Existing route planning methods primarily rely on road distance, estimated travel time, or the fastest possible arrival time of vehicles near the fault point, which is effective in general emergency dispatch scenarios. However, railway power supply equipment repair is also constrained by factors such as the status of access gates, access authorization, track access permission, closure orders, power outage confirmation, grounding verification, availability of protective personnel, and the availability of key tools and spare parts. A vehicle's early arrival at a particular entrance does not necessarily guarantee that repair personnel can immediately enter the track or begin repair work on the power supply equipment.

[0004] When fault information requires multi-source verification, emergency repair access points and work permits are restricted, and personnel, vehicles, and spare parts need to be in place simultaneously, existing methods may still suffer from problems such as long emergency response chains, inaccurate matching of resource allocation and fault handling needs, insufficient efficiency in emergency repair coordination, and poor coordination between route recommendations and work control conditions. Especially when the faulty section requires further verification, the status of candidate entry points is unclear, or work permits are pending, simply recommending repair routes based on the shortest path or earliest arrival time can easily lead to situations such as unavailable recommended access points, mismatched permit boundaries, failure to synchronize critical resources, or incomplete on-site safety measures, resulting in discrepancies between the recommended route and the actual start-up time.

[0005] Therefore, it is still necessary to provide a path planning optimization method that is more suitable for emergency repair scenarios of railway power supply equipment, so that the recommended repair path can take into account the fault range, site access, repair resources, work permits and safety preparation conditions, and reduce the situation where the arrival is fast but the work cannot be carried out in time. Summary of the Invention

[0006] In order to overcome the above-mentioned defects of the prior art, embodiments of the present invention provide an emergency repair path planning optimization method for railway power supply equipment to solve the problems mentioned in the background art.

[0007] To achieve the above objectives, the present invention provides the following technical solution: The method for optimizing emergency repair routes for railway power supply equipment includes the following steps: Receive initial fault information of railway power supply equipment, convert the equipment location and line location in the initial fault information into unified equipment identifier and line location identifier, and determine the scope of electrical fault by combining the power supply equipment ledger, power supply system diagram, feeder power supply relationship, switch opening and closing status and protection action range; The electrical fault range is mapped to the GIS line topology to determine the corresponding physical repair section. Initial entry points are extracted from the vicinity of the physical repair section. An executable matching analysis is performed on the initial entry points to form an executable matching result of the entry points, and candidate entry points are selected from it. Using the candidate entry point as the on-site entrance target, and the location of the emergency repair work area, on-duty personnel, emergency repair vehicles, station or other available resources as the starting point, candidate emergency repair paths are generated, and conditions for forming a safe working surface are associated with each candidate emergency repair path. Based on the road access information, resource availability information, work permit information, and on-site safety preparation information of the candidate repair routes, the safe working face formation time for each candidate repair route is determined. After excluding candidate repair routes that do not meet the conditions for safe working face formation, the earliest safe working face formation time is used as the main basis for determining the recommended repair route.

[0008] In a preferred embodiment, the initial fault information includes SCADA messages, dispatch fault registration information, workshop or work area reporting information, station or station feedback information, and on-site initial reporting information. When the equipment location or kilometer marker range pointed to by the initial fault information from different sources is not completely consistent, the information from each source is first collected according to the unified equipment identifier and line location identifier, and then checked in conjunction with the protection action range, switch opening and closing status, and feeder power supply relationship. The section that can be pointed to by SCADA messages, protection action range, and switch opening and closing status is taken as the priority range of electrical fault range, and the section pointed to by workshop or work area reporting information, station or station feedback information, and on-site initial reporting information but not yet confirmed by electrical information is taken as the range to be confirmed.

[0009] In a preferred embodiment, the electrical fault range includes the feeder section, power supply arm, power outage unit, section between adjacent disconnect switches, and related station booths or contact network equipment range involved in the fault. When mapping the electrical fault range to the GIS line topology, the physical repair section is determined according to the line type, up / down direction, kilometer marker range, and power supply equipment location corresponding to the electrical fault range. The access gate, level crossing, station end, and station booth entrance are used as initial entry points, and the association between the initial entry point and its corresponding line type, corresponding up / down direction, corresponding kilometer marker, access gate status, access control status, and line proximity distance is established.

[0010] In a preferred embodiment, when performing executable matching analysis on the initial entry point, the initial entry point is determined as a candidate entry point, an entry point to be confirmed, or an unsuitable entry point based on the line type, up / down direction, kilometer marker, access gate status, access control status, line proximity distance, whether it crosses an unauthorized section, and whether it conflicts with the current maintenance window. Initial entry points determined to be unsuitable entry points are not included in the priority ranking of recommended emergency repair routes.

[0011] In a preferred embodiment, when the line to which the initial entry point belongs, its up / down line and the electrical fault range are the same, or the electrical fault range can be reached through a preset line switching rule, and the line approach distance between the kilometer marker corresponding to the initial entry point and the boundary of the electrical fault range is not greater than a preset approach distance threshold, the access door status is confirmed to be available or can be confirmed within a preset confirmation time limit, the access control status is authorized, can be remotely authorized, or can be authorized on-site by the on-duty personnel, and after entering from the initial entry point, it is not necessary to cross an unauthorized section, and the current track maintenance or other professional operations do not create an irresolvable conflict, the initial entry point is determined as a candidate entry point; if only the access door status, access control status, or on-site photo confirmation status is missing, the initial entry point is determined as an entry point to be confirmed.

[0012] In a preferred embodiment, when generating candidate repair routes, on-duty personnel, repair vehicles, tools, spare parts, emergency plans, and standardized handling procedures are read from the emergency resource pool. A resource requirement template is determined based on the fault type and the scope of the electrical fault. The current location, availability, estimated arrival time, and applicable specialty of each resource in the emergency resource pool are compared with the resource requirement template to ensure that repair resource combinations that meet the necessary resource items participate in the generation of candidate repair routes. Each candidate repair route includes a road travel route, a candidate entry point, a route approach section, and a repair resource combination.

[0013] In a preferred embodiment, the conditions for forming a safe working face include power outage confirmation status, voltage testing and grounding position, disconnect switch position, blockade order status, access permission status, access door confirmation status, protective personnel in place status, emergency repair personnel in place status, tools and equipment in place status, spare parts in place status, and emergency plan matching status. The safe working face formation time is determined based on the emergency repair arrival confirmation time, the arrival time of key emergency repair resources, the time when the work permit is satisfied, and the on-site safety preparation time. The emergency repair arrival confirmation time, the arrival time of key emergency repair resources, and the time when the work permit is satisfied are taken as the larger of the three in a parallel progression relationship, and then the on-site safety preparation time is added.

[0014] In a preferred embodiment, before determining the recommended emergency repair path, the validity of candidate emergency repair paths is judged. If the access gate corresponding to a candidate emergency repair path is unavailable, the access permit does not cover the electrical fault range, the blockade order cannot be fulfilled, the power outage boundary does not match the electrical fault range, or the key emergency repair resources cannot be in place as required by the emergency plan, then the candidate emergency repair path is marked as an unrecommended path. For candidate emergency repair paths not marked as unrecommended paths, the recommended emergency repair path is determined based primarily on the time of formation of the safe working face, combined with the execution matching result of the entry point, path reachability, line proximity distance, permit conflict status, and resource integrity.

[0015] In a preferred embodiment, after the recommended emergency repair route is output, the system continuously receives real-time trajectories of emergency repair personnel and vehicles, access gate confirmation results, access application status, power outage confirmation status, changes in closure orders, on-site feedback information, fault confirmation information, availability information of critical spare parts, and the execution status of emergency repair resources. When it is detected that the emergency repair vehicle deviates from the recommended emergency repair route, the vehicle stops at an unplanned location, the access gate confirmation of the candidate entry point fails, the access permission status changes, the power outage confirmation range is adjusted, the closure order is not fulfilled within the expected time, the electrical fault range is corrected by on-site confirmation information, critical spare parts are not available within the expected time, or on-site feedback indicates that the original recommended entry point is unusable, the system updates the executable matching results of the entry point, the electrical fault range and its corresponding physical emergency repair section, or updates the safe working surface formation conditions of the corresponding candidate emergency repair route.

[0016] In a preferred embodiment, after real-time status updates are completed, candidate repair paths are regenerated or corrected based on the current location of the repair vehicle or personnel, the latest executable matching result of the entry point, the latest electrical fault range, the latest work permit status, the latest resource availability status, and the latest access gate confirmation status. The safe working face formation time for each candidate repair path is also recalculated. If the original recommended repair path still meets the safe working face formation conditions, and the advance time of the updated candidate repair path relative to the original recommended repair path is not greater than a preset replanning advance threshold, then the original recommended repair path is retained. If the original recommended repair path does not meet the safe working face formation conditions, or the advance time is greater than the preset replanning advance threshold, then the updated candidate repair path is determined as the new recommended repair path, and the road traffic cost, executable matching result of the entry point, permit waiting parameters, and repair resource combination priority are corrected according to the emergency process record.

[0017] The technical effects and advantages of this invention are as follows: This invention unifies the initial information of railway power supply equipment faults into equipment identifiers and line location identifiers. It then combines this information with power supply equipment ledgers, power supply system diagrams, feeder power supply relationships, switch on / off status, and protection operation ranges to determine the scope of electrical faults. This information is then mapped to the GIS line topology to determine physical repair sections and candidate entry points. Compared to methods that only recommend routes based on road distance or vehicle arrival time, this invention matches access gate status, access control status, line type, up / down direction, kilometer markers, line proximity distance, permitted boundaries, and track maintenance conflict before route generation. This allows for the early elimination of unsuitable entry points, the retention of entry points awaiting confirmation, and the screening of candidate entry points. This ensures that the recommended repair route aligns with actual access conditions, fault handling scope, and on-site proximity conditions, reducing situations where entry points are unavailable, permitted boundaries do not match, or work cannot be carried out upon arrival.

[0018] This invention further incorporates road access information, resource availability information, work permit information, and on-site safety preparation information into the calculation of safe work area formation time. This ensures that the recommended results no longer rely solely on the fastest arrival time, but rather on the earliest safe start time after all requirements for repair personnel, vehicles, tools, spare parts, power outage confirmation, road closure orders, road access permits, grounding, and protective measures are met. By assessing the effectiveness of paths where access gates are unavailable, road access permits are not covered, power outage boundaries are mismatched, and critical repair resources are unavailable, the executability of recommended paths and the accuracy of resource allocation can be improved. After the recommended repair path is output, the system can dynamically update it based on vehicle trajectories, permit status, fault confirmation information, and spare parts availability information. It also combines emergency process records to correct road access costs, entry point executability matching results, permit waiting parameters, and repair resource combination priorities, ensuring that subsequent repair paths for similar faults gradually align with the actual repair environment. Attached Figure Description

[0019] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0020] Figure 1 This is a flowchart illustrating the emergency repair route planning optimization method for railway power supply equipment according to the present invention. Figure 2 This is a schematic diagram of the electrical fault range mapping to the GIS line topology of the present invention; Figure 3 This is a schematic diagram illustrating the executable matching of candidate entry points in this invention; Figure 4 This is a schematic diagram illustrating the generation of candidate emergency repair paths in this invention; Figure 5 This is a schematic diagram illustrating the calculation of safe working face formation time and path sequencing according to the present invention; Figure 6 This is a schematic diagram of the dynamic replanning and parameter feedback closed loop of the present invention. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] Example 1 provides a method for optimizing emergency repair routes for railway power supply equipment. This method does not solely rely on the shortest time it takes for repair vehicles to reach the vicinity of the fault point; instead, it prioritizes the earliest possible formation of a safe working surface on-site. A safe working surface refers to the on-site condition where repair personnel, vehicles, tools, spare parts, work permits, and on-site safety measures all meet the requirements, allowing for the formal commencement of railway power supply equipment repair work. The overall processing flow of this example can be found in [link to example]. Figure 1 .

[0023] The system receives initial fault information from railway power supply equipment. This initial fault information includes SCADA messages, dispatch fault registration information, workshop or work area reporting information, station or substation feedback information, and initial on-site reporting information. The system converts the line name, up / down line, section name, kilometer marker, equipment number, power supply unit, and switch name from different sources into unified equipment identifiers and line location identifiers. Combined with the power supply equipment ledger, power supply system diagram, feeder power supply relationship, switch open / closed status, and protection action range, the system determines the electrical fault range corresponding to this fault. The electrical fault range indicates the possible location of the fault in the railway power supply topology, including the feeder section, power supply arm, power outage unit, section between adjacent disconnect switches, and the relevant substation or overhead contact line equipment range involved in the fault.

[0024] During the unified conversion, the system uses the equipment number and location of the power supply equipment in the power supply equipment ledger as the primary index, the feeder power supply relationship and switch connection relationship in the power supply system diagram as the verification index, and the line name, up / down line, section name, kilometer marker, equipment name, power supply unit, and switch name in the initial fault information as fields to be matched. The equipment identifier includes at least the line identifier, up / down line identifier, power supply unit identifier, equipment type identifier, equipment number, and the identifier of the station to which it belongs; the line location identifier includes at least the line type, section, up / down line, kilometer marker start and end values, and pole number. If the initial fault information contains the equipment number, the power supply equipment ledger is matched first according to the equipment number; if the initial fault information lacks the equipment number but contains the kilometer marker or pole number, the corresponding power supply equipment location is matched according to the line type, up / down line, and kilometer marker range; if the same initial fault information can match multiple adjacent devices, the power supply unit to which it belongs is determined by combining the feeder power supply relationship, switch open / closed status, and protection action range. For information that exceeds the preset mileage tolerance range or cannot be uniquely matched with the power supply equipment ledger, the system does not directly use it to determine the priority range of electrical faults. Instead, it forms a range to be confirmed and waits for on-site feedback or dispatch confirmation information for supplementary verification.

[0025] When initial fault information from different sources points to inconsistent equipment locations or kilometer marker ranges, the system first aggregates the information from each source according to the unified equipment and line location identifiers, and then verifies it in conjunction with the protection action range, switch open / closed status, and feeder power supply relationship. For sections that can be jointly pointed to by SCADA messages, protection action ranges, and switch open / closed statuses, the system prioritizes these sections as the electrical fault range. For sections pointed to by information reported from workshops or work areas, feedback from stations or substations, or initial on-site reports but not yet confirmed by electrical information, the system treats them as pending confirmation ranges and corrects the electrical fault range upon receiving subsequent fault confirmation information.

[0026] After determining the scope of the electrical fault, the system maps the fault scope to the GIS line topology. The GIS line topology includes railway lines, stations, sections, up and down lines, kilometer markers, pole numbers, access gates, level crossings, station ends, station entrances, road networks, and the location of emergency repair work areas. Based on the line type, up and down lines, kilometer marker range, and power supply equipment location corresponding to the electrical fault scope, the system determines the corresponding physical emergency repair section in the GIS line topology and extracts initial entry points such as access gates, level crossings, station ends, and station entrances from the surrounding area of ​​this physical emergency repair section. The process of mapping the electrical fault scope to the GIS line topology can be found in [link to documentation]. Figure 2 .

[0027] Specifically, the system uses unified equipment identifiers and line location identifiers as indexes to query the corresponding line type, up / down direction, and kilometer marker range in the GIS line topology. When the electrical fault range involves multiple power supply devices or multiple adjacent sections, the system merges the locations of each power supply device and the boundaries of adjacent sections into a physical repair section. Centered on this physical repair section, the system extracts an initial entry point within a preset search range and establishes a correlation between the initial entry point and its corresponding line type, up / down direction, kilometer marker, access gate status, access control status, and line proximity distance, for subsequent matching analysis of entry points.

[0028] The preset search range is determined based on the length of the electrical fault area, the repair level, line conditions, and the density of surrounding entrances. For scenarios with short sections and dense surrounding entrances, the preset search range can be set to extend one to three kilometers to both sides from the boundary of the physical repair section. For mountainous areas, long sections, or scenarios with sparse entrances, the preset search range can be set to extend three to five kilometers to both sides, and if necessary, extend to the end of adjacent stations or the entrance of adjacent guard posts. The preset approach distance threshold is set according to the line proximity conditions and the repair level, and is typically between 300 and 1,500 meters. The preset confirmation time limit is set according to the historical confirmation time of the access gate, the access control authorization method, and the dispatch confirmation process, and is typically between five and thirty minutes. The above thresholds can be stored separately according to line section, candidate entry point type, and repair level, and can be corrected based on the actual execution records after the repair is completed.

[0029] The system performs an executable matching analysis on each initial entry point, generating an executable matching result and filtering candidate entry points from it. The executable matching result indicates whether the corresponding initial entry point is suitable as the site entrance for the emergency repair of the railway power supply equipment fault. Based on information such as the line type, direction (up or down), kilometer marker, access gate status, access control status, line proximity, whether it crosses an unauthorized section, and whether it conflicts with the current maintenance window, the system determines whether the initial entry point is a candidate entry point, an entry point to be confirmed, or an unsuitable entry point.

[0030] After obtaining candidate entry points, the system uses these entry points as the target on-site entrance and the locations of emergency repair work areas, on-duty personnel, emergency repair vehicles, outposts, or other deployable resources as the starting points to generate candidate emergency repair routes. Each candidate emergency repair route includes the road travel path, candidate entry points, approach sections of the route, and combinations of emergency repair resources.

[0031] When generating road travel routes, the system uses the current location of the emergency repair resources as the starting point and the candidate entry point as the road endpoint, generating at least one road travel route within the road network based on road toll costs. These toll costs are determined according to road length, road grade, real-time congestion status, traffic restrictions, historical travel time, and emergency vehicle access conditions. The system then generates a line approach segment based on the line proximity distance from the candidate entry point to the electrical fault area, permissible boundaries, and on-site traffic conditions. Finally, the system combines the road travel route, candidate entry point, line approach segment, and emergency repair resources to form a candidate emergency repair route. The generation method for candidate emergency repair routes can be found in [link to documentation]. Figure 4 .

[0032] The system retrieves on-duty personnel, repair vehicles, tools, spare parts, emergency plans, and standardized handling procedures from the emergency resource pool. It then determines whether the repair resources meet the basic handling requirements for the current fault based on the fault type and the scope of the electrical fault. These basic handling requirements are jointly determined by the fault type, the equipment involved, the scope of the electrical fault, and the corresponding emergency plan. The system pre-establishes a correspondence between fault types and resource requirement templates. These templates include the required types and number of professional personnel, types of repair vehicles, types of tools, types of spare parts, configuration of protective personnel, and standardized handling procedures. The system compares the current location, availability, estimated arrival time, and applicable specialties of each resource in the emergency resource pool with the resource requirement templates. Repair resource combinations that meet the necessary resource items participate in the generation of candidate repair paths. For repair tasks requiring the cooperation of multiple types of resources, the system combines the primary repair resource and supporting resources before participating in the generation of candidate repair paths.

[0033] In one specific implementation, if the fault type is an abnormality in the contact wire, catenary, or positioning device within the contact network equipment area, the resource requirement template should at least include contact network professionals, repair vehicles, insulating tools, voltage testing and grounding equipment, protective personnel, and corresponding spare parts; if the fault type is an abnormal position of the disconnector switch or a disconnector switch malfunction, the resource requirement template should at least include power supply maintenance personnel, switch operating tools, voltage testing and grounding equipment, communication equipment, protective personnel, and related spare parts for the disconnector switch; if the fault type is a tripped feeder in the station or an abnormal power supply arm, the resource requirement template should at least include station duty personnel, power supply maintenance personnel, protection action records, switch operating conditions, power outage confirmation conditions, and necessary on-site verification tools. The system calls the corresponding resource requirement template according to the scope and type of the electrical fault, and compares the appropriate profession, current location, availability status, and estimated arrival time of each resource in the emergency resource pool with the resource requirement template item by item. Repair resource combinations lacking necessary resource items are not included in the priority ranking of recommended repair paths.

[0034] The system associates safe working face formation conditions with each candidate repair route. These conditions include power outage confirmation status, grounding location, disconnect switch location, road closure order status, access permission status, access gate confirmation status, protective personnel arrival status, repair personnel arrival status, tool and equipment arrival status, spare parts arrival status, and emergency plan matching status. Through this process, each candidate repair route corresponds to clearly defined entry conditions, road conditions, permission conditions, safety measures conditions, and resource availability conditions.

[0035] The system calculates the safe working face formation time for each candidate repair route based on road access information, resource availability information, work permit information, and on-site safety preparation information. This safe working face formation time is not the time it takes for repair vehicles to arrive at the candidate entry point, but rather the time when all conditions are met, including repair personnel, vehicles, tools, spare parts, power outage confirmation, road closure order, road access permit, access gate confirmation, grounding verification, and on-site protection, allowing for the formal commencement of repair work.

[0036] The system prioritizes the time required for a safe work area to form, ranking candidate repair routes and then determining the recommended repair route by considering factors such as the feasibility of entry point matching, route proximity, permission conflict status, and resource integrity. The recommended repair route includes recommended repair resources, a recommended entry point, road travel path, route proximity section, estimated arrival time, estimated time for a safe work area to form, required safety measures, corresponding emergency plans, and standardized handling procedures. Therefore, the system outputs not simply the shortest road path, but the repair route that enables the site to reach a safe working state as quickly as possible.

[0037] After the recommended repair route is output, the system continuously receives real-time trajectories of repair personnel and vehicles, access gate confirmation results, road access application status, power outage confirmation status, changes in closure orders, on-site feedback information, fault confirmation information, and spare parts availability information. If the original recommended repair route cannot form a safe working area as expected due to vehicle deviation, access gate confirmation failure, changes in road access permission, correction of the electrical fault range, failure of spare parts to arrive on time, or unavailability of the original recommended entry point, the system updates the entry point execution matching results and safe working area formation conditions, and re-determines the recommended repair route. After the repair is completed, the system compares the expected safe working area formation time with the actual safe working area formation time based on the emergency process record, and corrects the road passage cost, entry point execution matching results, permission waiting parameters, and repair resource combination priority for subsequent route planning for similar faults.

[0038] Example 2 further illustrates the executable matching method for candidate entry points, building upon Example 1. In railway power supply equipment repair, the arrival of a vehicle near a fault point does not guarantee that repair personnel can immediately enter the line or begin work. Therefore, before generating a repair path, the system performs executable matching on the initial entry points to avoid using unavailable or unsuitable entry points as recommended path endpoints.

[0039] The system determines the physical repair section in the GIS line topology based on the corresponding line type, up / down direction, kilometer marker range, and power supply equipment location of the electrical fault area, and extracts initial entry points around the physical repair section. These initial entry points include access gates, level crossings, station ends, station entrances, or other preset entrances that allow repair personnel to enter the railway line or power supply equipment site. For each initial entry point, the system establishes a basic entry point record. This record includes the entry point location, line type, corresponding up / down direction, corresponding kilometer marker, access gate status, access control status, on-site photo confirmation status, historical confirmation time, line approach distance, whether it crosses an unauthorized section, and whether it conflicts with the current track maintenance window.

[0040] The system performs an executable match on initial entry points based on the basic entry point records and the scope of the electrical fault. If an initial entry point does not match the line type, up / down direction, or kilometer marker range of the electrical fault range, or if entering from that initial entry point requires crossing an unpermitted section, or if there is an irreconcilable conflict with the current maintenance window, the system marks that initial entry point as unsuitable. Initial entry points marked as unsuitable are not included in the priority ranking of recommended emergency repair routes.

[0041] If an initial entry point is accessible to the electrical fault area, and the status of the access door, access control, line proximity, and work conflict meets the preset executable conditions, then the system will identify the initial entry point as a candidate entry point.

[0042] The preset executable conditions include: the initial entry point's line type, up / down direction, and electrical fault range are consistent, or the electrical fault range can be reached through preset line switching rules; the line approach distance between the kilometer marker corresponding to the initial entry point and the boundary of the electrical fault range is not greater than a preset approach distance threshold; the access gate status is confirmed as available or can be confirmed within a preset confirmation time limit; the access control status is authorized, remotely authorized, or authorized on-site by on-duty personnel; entry from the initial entry point does not require crossing unauthorized sections; and the current track maintenance or other professional operations do not create irreversible conflicts. Points meeting the above conditions are identified as candidate entry points; those not meeting the line type, up / down direction, authorized boundary, or irreversible conflict conditions are identified as unsuitable entry points; those lacking only access gate status, access control status, or on-site photo confirmation status are identified as entry points awaiting confirmation. The executable matching process for candidate entry points can be found in [link to relevant documentation]. Figure 3 .

[0043] The accessibility refers to the ability of repair personnel, after entering from the initial entry point, to approach the electrical fault area within the permitted range along the line, maintenance passage, or designated work area. The line approach distance indicates the distance that repair personnel need to travel to approach the electrical fault area after entering.

[0044] For initial entry points with incomplete status information but still potentially usable for emergency repairs, the system marks them as entry points awaiting confirmation. These include entry points with unconfirmed access door status, unconfirmed access control status, missing on-site photos, or requiring further confirmation from dispatch. Entry points awaiting confirmation are not prioritized, but their basic entry point records are retained. When the system subsequently receives access door confirmation results, dispatch confirmation results, or on-site feedback, it updates the executable matching results for these entry points.

[0045] In one specific implementation, the system sets an executable priority for candidate entry points. If multiple candidate entry points meet the preset executable conditions, the system prioritizes those with shorter route proximity, stable access door confirmation status, shorter historical confirmation time, fewer conflicts with the current maintenance window, and no need to cross unauthorized sections. If a candidate entry point is close to the electrical fault area, but its access door status is abnormal or requires a long confirmation time, the system does not directly prioritize it as an entry point simply because of its proximity; instead, it incorporates the corresponding waiting time into the calculation of the subsequent safe working face formation time.

[0046] In this embodiment, the system transforms the access gate, track crossing, station end, and station entrance from ordinary map entrances into candidate entry points that have been verified by railway power supply emergency repair conditions, so that the subsequently generated candidate emergency repair paths can be consistent with the actual track conditions, permitted boundaries, and on-site proximity conditions.

[0047] Example 3, based on Examples 1 and 2, further explains the calculation of the safe working face formation time and the determination of the recommended emergency repair route. After obtaining candidate entry points and candidate emergency repair routes, the system does not directly use the shortest road travel time as the recommendation basis, but instead calculates the safe working face formation time corresponding to each candidate emergency repair route and uses this time to determine the recommended emergency repair route.

[0048] The system reads the road arrival information, candidate entry point information, resource availability information, work permit information, and on-site safety preparation information corresponding to each candidate repair route. The road arrival information includes the estimated arrival time of the repair vehicle or personnel from the current location to the candidate entry point; the candidate entry point information includes the access gate confirmation status, access control status, historical confirmation time, and the line approach distance to the electrical fault area after entry; the resource availability information includes the estimated availability of professional personnel, repair vehicles, tools, spare parts, and protective personnel; the work permit information includes the power outage confirmation status, road closure order status, road access permit status, and dispatch confirmation status; the on-site safety preparation information includes the voltage testing and grounding location, the location of the disconnect switch, the protective deployment conditions, and the preparation time required to approach the faulty equipment after entering the site.

[0049] The system breaks down the critical times under candidate emergency repair paths into emergency arrival confirmation time, critical emergency repair resource arrival time, work permit fulfillment time, and on-site safety preparation time. Emergency arrival confirmation time refers to the time required for emergency repair vehicles or personnel to arrive at the candidate entry point and complete access gate or entrance confirmation; critical emergency repair resource arrival time refers to the time required for the professional personnel, vehicles, tools, spare parts, and protective personnel required to handle the fault to arrive at their work positions; work permit fulfillment time refers to the time required for power outage confirmation, closure orders, road access permits, and dispatch confirmation to meet the work requirements; and on-site safety preparation time refers to the time required for emergency repair personnel to complete voltage testing, grounding, protective deployment, and approach the faulty equipment after entering the site.

[0050] When calculating the time to form a safe work area, the system uses the moment when the initial fault information is confirmed and the emergency repair path planning is triggered as the unified calculation starting point. The emergency repair arrival confirmation time, the arrival time of key emergency repair resources, the time to meet work permit requirements, and the on-site safety preparation time are all expressed as estimated time relative to the unified calculation starting point. When the data read by the system is an absolute time, the difference between the corresponding absolute time and the unified calculation starting point is first calculated to convert it into a relative time before it is included in the calculation.

[0051] In one specific implementation, the system determines the safe working face formation time corresponding to the candidate emergency repair path according to the following relationship: T = max(Ta, Tr, Tp) + Ts; Wherein, T represents the time for the safe working face to form; Ta represents the time required for repair vehicles or personnel to arrive at the candidate entry point and complete access gate confirmation; Tr represents the time for key repair resources to arrive, including professional personnel, repair vehicles, tools, spare parts, and protective personnel; Tp represents the time for work permits to be granted, including power outage confirmation, closure order, road access permit, and dispatch confirmation; and Ts represents the on-site safety preparation time required to complete voltage testing, grounding, protective deployment, and approach the faulty equipment after entering the site. Since repair arrival, resource availability, and work permits can usually proceed in parallel, the system takes the larger value among Ta, Tr, and Tp as the basis for the time when the site is ready for entry and preparation, and then adds the on-site safety preparation time Ts to obtain the time when repair work can be formally carried out under the candidate repair path. For the calculation of the safe working face formation time and the ranking method of candidate repair paths, please refer to [link to relevant documentation]. Figure 5 .

[0052] Specifically, Ta can be determined by the sum of the estimated travel time of the road route, the confirmation time of the access gate at the candidate entry point, the access control authorization time, and the waiting time at the entrance. When the access gate status is confirmed to be available and the access control status is authorized, the access gate confirmation time and access control authorization time can be taken as the minimum preset value. When the access gate status is that confirmation can be completed within the preset confirmation time limit or the access control status is that remote authorization is possible, the system will include the corresponding waiting time in Ta. Tr can be the estimated time when the last of the professional personnel, repair vehicles, tools, spare parts, and protective personnel required to handle this fault arrives. Tp can be the estimated time when the last of the power outage confirmation, closure order, road access permission, and dispatch confirmation meets the operation requirements. For candidate repair routes where the permission scope does not cover the electrical fault range or the power outage boundary does not match the electrical fault range, the system will not calculate its priority value, but will mark it as a non-recommended route. Ts can be determined based on the time consumed for voltage testing, grounding, protection deployment, and line approach. The line approach time can be determined based on the line approach distance from the candidate entry point to the electrical fault range, on-site access conditions, and preset walking speed.

[0053] Before calculating the safe work area formation time, the system assesses the validity of candidate repair paths. If the access door corresponding to a candidate repair path is unavailable, the access permit does not cover the electrical fault area, the blockade order cannot be fulfilled, the power outage boundary does not match the electrical fault area, or critical repair resources cannot be in place as required by the emergency plan, the system marks the candidate repair path as a non-recommended path and does not participate in the ranking. If a candidate repair path requires waiting for a blockade order, power outage confirmation, access permit, access door confirmation, or spare parts support, the system will include the corresponding waiting time in Ta, Tr, or Tp to ensure that the safe work area formation time reflects the actual repair conditions.

[0054] After calculating the safe working face formation time for each candidate repair path, the system sorts the candidate repair paths. During sorting, the system primarily uses the safe working face formation time as the basis, and also considers factors such as the executable matching result of the entry point, path reachability, route proximity distance, permission conflict status, and resource completeness for a comprehensive judgment. If the safe working face formation times of two candidate repair paths are close, the system prioritizes the candidate repair path with better executable matching result of the entry point, more stable access gate confirmation, shorter route proximity distance, fewer conflicts with the current maintenance window or other specialized operations, and more complete repair resources.

[0055] The system determines recommended emergency repair routes based on the ranking results. These recommended routes include recommended repair resources, a recommended entry point, the road route from the current location of the repair resources to the recommended entry point, the line approach section from the recommended entry point to the electrical fault area, the estimated arrival time, the estimated time to form a safe work area, the required safety measures, the corresponding emergency plan, and standardized handling procedures. If a candidate repair route has a short vehicle arrival time, but a long waiting time for road permits, a long distance to the grounding point, or the lack of critical spare parts results in a long time to form a safe work area, the system will not prioritize it. Therefore, the recommended repair routes prioritize the earliest safe start time, rather than just the fastest arrival time.

[0056] Example 4, based on Examples 1 to 3, further explains the dynamic replanning and parameter feedback methods during the emergency repair process. After the recommended emergency repair path is output, the on-site situation may still change, such as the access gate being unable to open, the permitted range for road access being adjusted, vehicles deviating from the route, spare parts not arriving on time, or the fault range being reconfirmed. To prevent the original recommended emergency repair path from being executed even after it has become invalid, the system monitors the emergency repair process in real time and recalculates the safe working face formation time when necessary.

[0057] The system continuously receives real-time status information during the emergency repair process. This real-time status information includes the real-time trajectory of repair personnel and vehicles, access gate confirmation results, access application status, power outage confirmation status, changes in closure orders, on-site feedback information, fault confirmation information, availability information of critical spare parts, and the execution status of repair resources. The system compares this real-time status information with the recommended repair route, recommended entry point, estimated safe working face formation time, and safe working face formation conditions to determine whether the currently recommended repair route still meets the execution requirements of this emergency repair.

[0058] When the system detects that a repair vehicle deviates from the recommended repair route, the vehicle stops at an unplanned location, the candidate entry point gate confirmation fails, the road access permit status changes, the power outage confirmation range is adjusted, the closure order is not fulfilled within the expected time, the electrical fault range is corrected by on-site confirmation information, critical spare parts are not in place within the expected time, or on-site feedback indicates that the original recommended entry point is unusable, the system determines that the original recommended repair route needs to be updated. For changes related to the entry point, the system updates the corresponding entry point execution matching results; for changes related to the fault location, the system recalibrates the electrical fault range and its corresponding physical repair section; for changes related to work permits, resource availability, or on-site safety preparation, the system synchronously updates the safe working surface formation conditions for the corresponding candidate repair route.

[0059] After completing the real-time status update, the system regenerates or corrects candidate repair paths based on the current location of the repair vehicle or personnel, the latest executable matching results of the entry point, the latest electrical fault range, the latest work permit status, the latest resource availability status, and the latest access gate confirmation status. It also recalculates the safe working face formation time for each candidate repair path. If the original recommended repair path still meets the safe working face formation conditions, and the updated candidate repair paths do not significantly advance the safe working face formation time, the system retains the original recommended repair path to avoid frequent route changes during repairs. For details on dynamic replanning and parameter feedback, please refer to [link to relevant documentation]. Figure 6 .

[0060] The term "significantly advanced safe work area formation time" refers to the updated candidate repair path's safe work area formation time being greater than the original recommended repair path's time advancement by a preset replanning advance threshold. If the advance is not greater than the preset replanning advance threshold, and the original recommended repair path still meets the safe work area formation conditions, the system retains the original recommended repair path; if the original recommended repair path no longer meets the safe work area formation conditions, or the advance is greater than the preset replanning advance threshold, the system determines the updated candidate repair path as the new recommended repair path.

[0061] If the original recommended repair path no longer meets the conditions for forming a safe working face, or if the updated candidate repair path can form a safe working face earlier, the system will determine the updated candidate repair path as the new recommended repair path and output the path update suggestion to the dispatch terminal. At the same time, the new recommended repair path, recommended entry point, expected safe working face formation time, and necessary supplementary safety measures will be synchronized to the repair personnel's terminal.

[0062] During emergency repairs, the system records the execution status of the recommended repair routes. The recorded information includes the fault registration time, the executable matching result of the entry point, the recommended repair route, the recommended entry point, recommended repair resources, vehicle dispatch time, vehicle arrival time, access gate confirmation time, road access permission time, power outage confirmation time, voltage testing and grounding completion time, safe work area formation time, fault confirmation time, fault handling completion time, whether the route was changed, and the reason for the route change. These records form an emergency process log and can serve as a data source for fault reporting, fault analysis, and post-incident evaluation.

[0063] After the emergency repairs are completed, the system will compare the estimated time for the safe work area to form with the actual time for the safe work area to form, and identify the main factors affecting the execution of the path based on the comparison results. If the delay mainly occurs during the road passage phase, the passage cost of the corresponding road path will be adjusted; if the delay mainly occurs during the access gate confirmation phase, the execution matching result of the corresponding entry point will be adjusted; if the delay mainly occurs during the waiting phase for road access permission, closure order, or power outage confirmation, the permission waiting parameters of the corresponding section will be adjusted; if the delay mainly stems from the lack of emergency repair personnel, tools, spare parts, or protective personnel, the priority of the corresponding emergency repair resource combination will be adjusted.

[0064] When adjusting road passage costs, entry point execution matching results, permit waiting parameters, and emergency repair resource combination priorities, the system determines the deviation amount based on the difference between the actual and expected time, and determines the correction amount according to a preset correction coefficient. If the actual time of the road passage phase is greater than the expected time, the road passage cost of the corresponding road travel path is increased according to the deviation amount; if the actual time is less than the expected time, the road passage cost of the corresponding road travel path is decreased according to the deviation amount. If the actual time of the access gate confirmation, access control authorization, or entrance waiting phase is greater than the expected time, the entry point execution matching result and its priority of the corresponding candidate entry point are corrected; if the actual time of the road access permit, closure order, or power outage confirmation waiting phase is greater than the expected time, the permit waiting parameter of the corresponding line section is increased; if emergency repair personnel, tools, spare parts, or protective personnel do not arrive as expected, the priority of the corresponding emergency repair resource combination is decreased. The correction coefficient can be determined according to a fixed value, a graded value, or the average value of multiple historical deviations, and is associated with and stored with the line section, candidate entry point, fault type, and emergency repair resource combination identifier for subsequent path planning of similar railway power supply equipment faults.

[0065] When similar railway power supply equipment failures occur subsequently, the system calls upon the updated entry point execution matching results, road traffic costs, permit waiting parameters, and emergency repair resource combination priorities to re-screen candidate entry points, generate candidate emergency repair paths, and calculate the safe work area formation time. Thus, the system forms a closed loop from initial fault information acquisition, candidate entry point matching, recommended emergency repair path determination, dynamic on-site execution updates, to feedback of execution results, ensuring that subsequent recommended emergency repair paths gradually align with the actual emergency repair environment.

[0066] The term "similar railway power supply equipment fault" refers to faults that share at least two identical or similar characteristics in terms of fault type, line type of the electrical fault range, power supply unit, candidate entry point type, or emergency repair resource combination type. When retrieving historical correction results, the system prioritizes historical correction results corresponding to the same line section, the same fault type, similar candidate entry points, and similar emergency repair resource combinations. If no completely matching historical correction results exist, historical correction results corresponding to adjacent line sections, similar fault types, or similar candidate entry points are used as a reference, and updates continue after the current emergency repair is completed. Therefore, the executable matching results of entry points, road traffic costs, permit waiting parameters, and emergency repair resource combination priorities can be continuously corrected during the actual emergency repair process.

[0067] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0068] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0069] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0070] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0071] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An optimization method for emergency repair route planning of railway power supply equipment, characterized in that, Includes the following steps: Receive initial fault information of railway power supply equipment, convert the equipment location and line location in the initial fault information into unified equipment identifier and line location identifier, and determine the scope of electrical fault by combining the power supply equipment ledger, power supply system diagram, feeder power supply relationship, switch opening and closing status and protection action range; The electrical fault range is mapped to the GIS line topology to determine the corresponding physical repair section. Initial entry points are extracted from the vicinity of the physical repair section. An executable matching analysis is performed on the initial entry points to form an executable matching result of the entry points, and candidate entry points are selected from it. Using the candidate entry point as the on-site entrance target, and the location of the emergency repair work area, on-duty personnel, emergency repair vehicles, station or other available resources as the starting point, candidate emergency repair paths are generated, and conditions for forming a safe working surface are associated with each candidate emergency repair path. Based on the road access information, resource availability information, work permit information, and on-site safety preparation information of the candidate repair routes, the safe working face formation time for each candidate repair route is determined. After excluding candidate repair routes that do not meet the conditions for safe working face formation, the earliest safe working face formation time is used as the main basis for determining the recommended repair route.

2. The method for optimizing emergency repair routes for railway power supply equipment according to claim 1, characterized in that: The initial fault information includes SCADA messages, dispatch fault registration information, workshop or work area reported information, station or station feedback information, and on-site initial report information. When the equipment location or kilometer marker range pointed to by the initial fault information from different sources is not completely consistent, the information from each source is first collected according to the unified equipment identifier and line location identifier, and then checked in conjunction with the protection action range, switch opening and closing status, and feeder power supply relationship. The section that can be pointed to by SCADA messages, protection action range, and switch opening and closing status is taken as the priority range of electrical fault range, and the section pointed to by workshop or work area reported information, station or station feedback information, and on-site initial report information but not yet confirmed by electrical information is taken as the range to be confirmed.

3. The method for optimizing emergency repair routes for railway power supply equipment according to claim 2, characterized in that: The electrical fault range includes the feeder section, power supply arm, power outage unit, section between adjacent disconnect switches, and related station booths or contact network equipment range involved in the fault. When mapping the electrical fault range to the GIS line topology, the physical repair section is determined according to the line type, up / down direction, kilometer marker range and power supply equipment location corresponding to the electrical fault range. The access gate, level crossing, station end, and station booth entrance are used as initial entry points. The association between the initial entry point and its corresponding line type, corresponding up / down direction, corresponding kilometer marker, access gate status, access control status and line proximity distance is established.

4. The method for optimizing emergency repair routes for railway power supply equipment according to claim 3, characterized in that: When performing executable matching analysis on the initial entry point, the initial entry point is determined as a candidate entry point, an entry point to be confirmed, or an unsuitable entry point based on the line type, up / down direction, kilometer marker, access gate status, access control status, line proximity distance, whether it crosses an unauthorized section, and whether it conflicts with the current maintenance window. Initial entry points determined to be unsuitable entry points are not included in the priority ranking of recommended emergency repair routes.

5. The method for optimizing emergency repair routes for railway power supply equipment according to claim 4, characterized in that: When the initial entry point belongs to the same line type, up / down line and electrical fault range, or can reach the electrical fault range through preset line switching rules, and the line approach distance between the kilometer marker corresponding to the initial entry point and the boundary of the electrical fault range is not greater than the preset approach distance threshold, the access door status is confirmed to be available or can be confirmed within the preset confirmation time limit, the access control status is authorized, can be remotely authorized or can be authorized on-site by the on-duty personnel, and after entering from the initial entry point, it is not necessary to cross the unauthorized section, and the current track maintenance or other professional operations do not cause an irresolvable conflict, the initial entry point is determined as a candidate entry point; if only the access door status, access control status or on-site photo confirmation status is missing, the initial entry point is determined as an entry point to be confirmed.

6. The method for optimizing emergency repair routes for railway power supply equipment according to claim 1, characterized in that: When generating candidate repair routes, the system reads on-duty personnel, repair vehicles, tools, spare parts, emergency plans, and standardized handling procedures from the emergency resource pool. Based on the fault type and the scope of the electrical fault, a resource requirement template is determined. The current location, availability, estimated arrival time, and applicable specialty of each resource in the emergency resource pool are compared with the resource requirement template to ensure that repair resource combinations that meet the necessary resource items participate in the generation of candidate repair routes. Each candidate repair route includes a road travel route, a candidate entry point, a section of the line approaching the route, and a combination of repair resources.

7. The method for optimizing emergency repair routes for railway power supply equipment according to claim 6, characterized in that: The conditions for forming a safe working area include power outage confirmation status, voltage testing and grounding location, disconnect switch location, blockade order status, access permission status, access door confirmation status, protective personnel in place status, emergency repair personnel in place status, tools and equipment in place status, spare parts in place status, and emergency plan matching status. The time for forming a safe working area is determined based on the emergency repair arrival confirmation time, the arrival time of key emergency repair resources, the time for fulfilling the work permit, and the on-site safety preparation time. Among these, the emergency repair arrival confirmation time, the arrival time of key emergency repair resources, and the time for fulfilling the work permit are taken as the larger value among the three in a parallel progression relationship, and then the on-site safety preparation time is added.

8. The method for optimizing emergency repair routes for railway power supply equipment according to claim 7, characterized in that: Before determining the recommended emergency repair route, the validity of the candidate emergency repair routes is judged. If the access door corresponding to a candidate emergency repair route is unavailable, the access permit does not cover the electrical fault range, the blockade order cannot be fulfilled, the power outage boundary does not match the electrical fault range, or the key emergency repair resources cannot be in place as required by the emergency plan, then the candidate emergency repair route is marked as an unrecommended route. For candidate repair routes not marked as unrecommended, the recommended repair route is determined primarily based on the time when a safe work surface is formed, combined with the executable matching results of the entry point, route reachability, route proximity, permission conflict status, and resource integrity.

9. The method for optimizing emergency repair routes for railway power supply equipment according to claim 8, characterized in that: After the recommended emergency repair route is output, the system continuously receives real-time trajectories of emergency repair personnel and vehicles, access gate confirmation results, access application status, power outage confirmation status, changes in closure orders, on-site feedback information, fault confirmation information, availability information of critical spare parts, and the execution status of emergency repair resources. When it detects that an emergency repair vehicle deviates from the recommended emergency repair route, the vehicle stops at an unplanned location, the access gate confirmation of a candidate entry point fails, the access permission status changes, the power outage confirmation range is adjusted, the closure order is not fulfilled within the expected time, the electrical fault range is corrected by on-site confirmation information, critical spare parts are not available within the expected time, or on-site feedback indicates that the original recommended entry point is unusable, the system updates the executable matching results of the entry point, the electrical fault range and its corresponding physical emergency repair section, or updates the safe working surface formation conditions for the corresponding candidate emergency repair route.

10. The method for optimizing emergency repair routes for railway power supply equipment according to claim 9, characterized in that: After completing the real-time status update, based on the current location of the emergency repair vehicle or personnel, the latest executable matching result of the latest entry point, the latest electrical fault range, the latest work permit status, the latest resource availability status, and the latest access door confirmation status, the candidate emergency repair path is regenerated or corrected, and the safe working face formation time corresponding to each candidate emergency repair path is recalculated. If the original recommended emergency repair path still meets the conditions for forming a safe working face, and the advance time of forming a safe working face of the updated candidate emergency repair path relative to the original recommended emergency repair path is not greater than the preset replanning advance threshold, then the original recommended emergency repair path shall be retained. If the original recommended emergency repair route does not meet the conditions for forming a safe working face, or if the lead time is greater than the preset replanning lead time threshold, then the updated candidate emergency repair route will be determined as the new recommended emergency repair route, and the road traffic cost, the executable matching result of the entry point, the permission waiting parameter, and the priority of the emergency repair resource combination will be corrected according to the emergency process record.

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